E-JET E190: Operations Manual Part B

E-JET E190
Operations Manual
Part B
VERSION 4.0
Customer obsessed
Value driven
Responsible leadership
Playing to win
Intentionally left blank
Operations Manual Part B
E-JET E190 Page 1
ADMINISTRATION 28 Apr 2014
A.1 Approval Version 4.0
Administration
A.1 Approval
A.2 Revision record
Version Number Date

1 01 Dec 2012
2 01 Feb 2013
3 06 Feb 2014
3.1 21 Apr 2014
4.0 28 Apr 2014
TUI Airlines Belgium trading as Jetairfly Operations Manual Part B EJET- E190
E-JET E190 Page 2
A.3 List of effective pages Version 4.0
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A.3 List of effective pages
Page Rev Date Page Rev Date Page Rev Date Page Rev Date
Chapter A 11 4.0 28 Apr 2014 5 4.0 28 Apr 2014 8 4.0 28 Apr 2014
Administration 12 4.0 28 Apr 2014 6 4.0 28 Apr 2014 9 4.0 28 Apr 2014
1 4.0 28 Apr 2014 13 4.0 28 Apr 2014 7 4.0 28 Apr 2014 10 4.0 28 Apr 2014
2 4.0 28 Apr 2014 14 4.0 28 Apr 2014 8 4.0 28 Apr 2014 11 4.0 28 Apr 2014
3 4.0 28 Apr 2014 15 4.0 28 Apr 2014 9 4.0 28 Apr 2014 12 4.0 28 Apr 2014
4 4.0 28 Apr 2014 16 4.0 28 Apr 2014 10 4.0 28 Apr 2014 13 4.0 28 Apr 2014
5 4.0 28 Apr 2014 17 4.0 28 Apr 2014 11 4.0 28 Apr 2014 14 4.0 28 Apr 2014
6 4.0 28 Apr 2014 18 4.0 28 Apr 2014 12 4.0 28 Apr 2014 15 4.0 28 Apr 2014
7 4.0 28 Apr 2014 19 4.0 28 Apr 2014 13 4.0 28 Apr 2014 16 4.0 28 Apr 2014
8 4.0 28 Apr 2014 20 4.0 28 Apr 2014 14 4.0 28 Apr 2014 17 4.0 28 Apr 2014
9 4.0 28 Apr 2014 21 4.0 28 Apr 2014 15 4.0 28 Apr 2014 18 4.0 28 Apr 2014
10 4.0 28 Apr 2014 22 4.0 28 Apr 2014 16 4.0 28 Apr 2014 19 4.0 28 Apr 2014
11 4.0 28 Apr 2014 23 4.0 28 Apr 2014 17 4.0 28 Apr 2014 20 4.0 28 Apr 2014
12 4.0 28 Apr 2014 24 4.0 28 Apr 2014 18 4.0 28 Apr 2014 21 4.0 28 Apr 2014
13 4.0 28 Apr 2014 25 4.0 28 Apr 2014 19 4.0 28 Apr 2014 22 4.0 28 Apr 2014
14 4.0 28 Apr 2014 26 4.0 28 Apr 2014 20 4.0 28 Apr 2014 23 4.0 28 Apr 2014
15 4.0 28 Apr 2014 27 4.0 28 Apr 2014 21 4.0 28 Apr 2014 24 4.0 28 Apr 2014
16 4.0 28 Apr 2014 28 4.0 28 Apr 2014 22 4.0 28 Apr 2014 25 4.0 28 Apr 2014
17 4.0 28 Apr 2014 29 4.0 28 Apr 2014 23 4.0 28 Apr 2014 26 4.0 28 Apr 2014
18 4.0 28 Apr 2014 30 4.0 28 Apr 2014 24 4.0 28 Apr 2014
19 4.0 28 Apr 2014 31 4.0 28 Apr 2014 25 4.0 28 Apr 2014 Chapter 5
20 4.0 28 Apr 2014 32 4.0 28 Apr 2014 26 4.0 28 Apr 2014 Flight planning
21 4.0 28 Apr 2014 33 4.0 28 Apr 2014 27 4.0 28 Apr 2014 1 4.0 28 Apr 2014
22 4.0 28 Apr 2014 34 4.0 28 Apr 2014 28 4.0 28 Apr 2014 2 4.0 28 Apr 2014
23 4.0 28 Apr 2014 35 4.0 28 Apr 2014 29 4.0 28 Apr 2014
25 4.0 28 Apr 2014 37 4.0 28 Apr 2014 31 4.0 28 Apr 2014 Mass and balance
26 4.0 28 Apr 2014 38 4.0 28 Apr 2014 32 4.0 28 Apr 2014 1 4.0 28 Apr 2014
39 4.0 28 Apr 2014 33 4.0 28 Apr 2014 2 4.0 28 Apr 2014
Chapter 0 40 4.0 28 Apr 2014 34 4.0 28 Apr 2014
General information and 41 4.0 28 Apr 2014 35 4.0 28 Apr 2014 Chapter 7
units of measurements 42 4.0 28 Apr 2014 36 4.0 28 Apr 2014 Loading
1 4.0 28 Apr 2014 43 4.0 28 Apr 2014 37 4.0 28 Apr 2014 1 4.0 28 Apr 2014
2 4.0 28 Apr 2014 44 4.0 28 Apr 2014 38 4.0 28 Apr 2014 2 4.0 28 Apr 2014
45 4.0 28 Apr 2014 39 4.0 28 Apr 2014
Chapter 1 46 4.0 28 Apr 2014 40 4.0 28 Apr 2014
Limitations 47 4.0 28 Apr 2014 41 4.0 28 Apr 2014 Chapter 8
1 4.0 28 Apr 2014 48 4.0 28 Apr 2014 42 4.0 28 Apr 2014 Configuration Deviation List
2 4.0 28 Apr 2014 49 4.0 28 Apr 2014 43 4.0 28 Apr 2014 1 4.0 28 Apr 2014
3 4.0 28 Apr 2014 50 4.0 28 Apr 2014 44 4.0 28 Apr 2014 2 4.0 28 Apr 2014
4 4.0 28 Apr 2014 51 4.0 28 Apr 2014 45 4.0 28 Apr 2014
6 4.0 28 Apr 2014 53 4.0 28 Apr 2014 47 4.0 28 Apr 2014 MEL
7 4.0 28 Apr 2014 54 4.0 28 Apr 2014 48 4.0 28 Apr 2014 1 4.0 28 Apr 2014
8 4.0 28 Apr 2014 55 4.0 28 Apr 2014 49 4.0 28 Apr 2014 2 4.0 28 Apr 2014
9 4.0 28 Apr 2014 56 4.0 28 Apr 2014 50 4.0 28 Apr 2014
11 4.0 28 Apr 2014 58 4.0 28 Apr 2014 52 4.0 28 Apr 2014 Survival and emergency
12 4.0 28 Apr 2014 59 4.0 28 Apr 2014 53 4.0 28 Apr 2014 equipment
60 4.0 28 Apr 2014 54 4.0 28 Apr 2014 1 4.0 28 Apr 2014
Chapter 2 61 4.0 28 Apr 2014 55 4.0 28 Apr 2014 2 4.0 28 Apr 2014
Normal procedures 62 4.0 28 Apr 2014 56 4.0 28 Apr 2014
1 4.0 28 Apr 2014 63 4.0 28 Apr 2014 Chapter 11
2 4.0 28 Apr 2014 64 4.0 28 Apr 2014 Chapter 4 Emergency evacuation
3 4.0 28 Apr 2014 Performance procedure
4 4.0 28 Apr 2014 Chapter 3 1 4.0 28 Apr 2014 1 4.0 28 Apr 2014
5 4.0 28 Apr 2014 Abnormal and emergency 2 4.0 28 Apr 2014 2 4.0 28 Apr 2014
6 4.0 28 Apr 2014 procedures 3 4.0 28 Apr 2014
8 4.0 28 Apr 2014 2 4.0 28 Apr 2014 5 4.0 28 Apr 2014 Airplane systems
9 4.0 28 Apr 2014 3 4.0 28 Apr 2014 6 4.0 28 Apr 2014 1 4.0 28 Apr 2014
10 4.0 28 Apr 2014 4 4.0 28 Apr 2014 7 4.0 28 Apr 2014 2 4.0 28 Apr 2014
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A.4 Model identification Version 4.0
A.4 Model identification

General
The airplanes listed in the table below are covered in this manual. The numbers are
used to distinguish data particular to one or more, but not all of the airplanes. Where
data applies to all airplanes listed, no reference is made to individual airplane
numbers.
The table permits flight crew correlation of configuration differences by Registry

Number in alpha/numeric order within an operator’s fleet for airplanes covered in this
manual. Configuration data reflects the airplane as delivered configuration and is
updated for service bulletin incorporations in conformance with the policy stated in
the introduction section of this chapter.
Airplane number is supplied by the operator. Registry number is supplied by the

national regulatory agency. Serial and tabulation numbers are supplied by Embraer.
Registry number Serial number

OO-JEM 0190-00603
OO-JEB 0190-00607
E-JET E190 Page 6
A.4 Model identification Version 4.0
E-JET E190 Page 7
A.5 Introduction Version 4.0
A.5 Introduction
General
The Operations Manual Part B is divided in:
• This volume generally called the OM Part B
• The Embraer Aircraft Operations Manual (AOM) Vol. I and Vol. II. This manual
can be found in the FCOM folder and will be referred to as FCOM for fleet
commonality purposes.
• The Minimum Equipment List (MEL), Refer to Chapter 9
• The Embraer Dispatch Deviation Procedures Manual (DDPM), Refer to Chapter
9
The purpose of the Operations Manual Part B is to:

• provide the operating limitations, procedures, performance, and systems
information the flight crew needs to safely and efficiently operate the E190
airplane during all anticipated airline operations
• serve as a comprehensive reference for use during transition training for the
E190 airplane
• serve as a review guide for use in recurrent training and proficiency checks
• provide necessary operational data from the EASA approved Airplane Flight
Manual (AFM) to ensure that legal requirements are satisfied
• establish standardized procedures and practices to enhance the company
operational philosophy and policy.
This manual is prepared specifically for the airplanes listed in the “Model
Identification” section. It contains operational procedures and information, which
apply only to these airplanes. The manual covers the Embraer delivered
configuration of these airplanes. Changes to the delivered configuration are
incorporated.
This manual is not suitable for use for any airplanes not listed in the “Model
Identification” section. Further, it may not be suitable for airplanes that have been
transferred to other owners/operators.
The FCOM is structured in a two-volume format with a Quick Reference Handbook

(QRH). Volume I includes supplementary procedures, inflight performance data and
Operational Bulletins (OBs). Volume II contains systems information. The QRH
contains all checklists necessary for normal and non-normal procedures, Operational
information, as well as necessary in-flight performance data.
The manual is periodically revised to incorporate pertinent procedural and systems

information. Items of a critical nature are communicated by Bulletins in the Volume 1 and
distributed separately. In all cases, such revisions and changes must remain
compatible with the approved AFM with which the company must comply. In the
event of conflict with the AFM, the AFM shall supersede.
E-JET E190 Page 8
This manual is written under the assumption that the user has had previous multi-
engine jet aircraft experience and is familiar with basic jet airplane systems and basic
pilot techniques common to airplanes of this type. Therefore, this manual does not
contain basic flight information that is considered prerequisite training.
E-JET E190 Page 9
Organization
The OM Part B is organized in the following manner:
• an Administration chapter which contains general information regarding the
manual’s purpose, structure, and content. It also contains a record of
revisions, a list of effective pages and a table of content.
• 13 basic chapters cover operational limitations and amplified normal
procedures. All operating procedures are based on a thorough analysis of
crew activity required to operate the airplane, and reflect the latest knowledge
and experience available.
The FCOM is organized in the following manner:
Volume 1 –
• General information and definition of terms
• Operational Bulletins
• Supplementary Procedures chapter covers those procedures accomplished as
required rather than routinely on each flight
• Performance and Flight Planning chapter contains performance information
necessary for self dispatch
• Ground servicing chapter containing ground handling and servicing guidelines
of the airplane.
Volume 2 – Chapters 1 through 15 contain general airplane and systems

information. These chapters are generally subdivided into sections covering
controls and indicators and systems descriptions.
Quick Reference Handbook (QRH) – The QRH contains normal checklists, non-
normal checklists, operational Information, performance information necessary for
inflight use on an expedited basis, and maneuvers. Operational Information are
company originated procedures found under the OPS INFO tab in the QRH. At the
discretion of the Captain, OI‟s may be performed by memory, by reviewing the
procedure prior to accomplishment, or by reference to the procedure during its
accomplishment.
In the FCTM, callouts, procedural steps and recommendations originate from

Embraer and may therefore differ from those included in this OM Part B. When a
discrepancy exists between the FCTM and OM Part B, the OM Part B prevails.
Warnings, cautions and notes

The following levels of written advisories are used throughout the OM and are not to
be confused with EICAS messages, which are separately identified in the text.
WARNING: An operating procedure, technique, etc., that may result in personal

injury or loss of life if not carefully followed.
E-JET E190 Page 10
CAUTION: An operating procedure, technique, etc., that may result in damage

to equipment if not carefully followed.
Note: An operating procedure, technique, etc., considered essential to emphasize.

Information contained in notes may also be safety related.
Customer configured airplane effectivity

Differences in airplane configuration for the company specific documents are shown
by use of airplane effectivity throughout OM Part B, FCOM, and QRH.
EFFECTIVITY
►Effectivity range to which this information is applicable.
Texts, tables and graphics applicable to a specific airplane range are
identified by: a preceding start tag and text (presented in a different font
type) and an end tag at the final of the marked element. This paragraph
constitutes an example of effectivity text. ◄
SUB-EFFECTIVITY
►►Sub-effectivity range to which this information is applicable.
When the information is applicable to a specific range within a marked
range, they are identified by: a double start tag and text and a double
end tag at the final of the marked element. This paragraph constitutes
an example of sub-effectivity text.◄◄
E-JET E190 Page 11
A.6 Abbreviations Version 4.0
A.6 Abbreviations
Refer to FCOM and OM Part A.
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A.6 Abbreviations Version 4.0
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A.7 Revision highlights Version 4.0
A.7 Revision highlights
General
Revisions for the FCOM and the QRH are provided in the Volume I and the QRH.
Revisions for the OM Part B and the OPs are provided here.
Information containing revised technical material have revision bars associated with
the changed text or illustration. The Revision Highlights section provide descriptions
of the changes identified by the revision bars. Editorial revisions (for example,
spelling corrections) may have revision bars with no associated highlight. Changes
made for cosmetic reason without an operational impact are not highlighted.
Procedures or information which has not changed, but which has been moved in the
chapter for consistency has not been highlighted. A change bar at the left side of a
title means that a major part or the whole chapter has changed.
Revision Highlights are separated by chapter and include a link to the revised
paragraph along with a short description of what information has changed.
OM Part B E-JET E190
Chapter – Administration
Updated paragraph A.1 in accordance with NTO-14-05.
E-JET E190 Page 14
A.7 Revision highlights Version 4.0
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A.8 Table of content Version 4.0
A.8 Table of content
ADMINISTRATION .............................................................................................................................. 1
A.1 APPROVAL ........................................................................................................................................ 1

A.2 REVISION RECORD........................................................................................................................... 1
A.3 LIST OF EFFECTIVE PAGES ................................................................................................................. 3
A.4 MODEL IDENTIFICATION ................................................................................................................ 1-5
A.5 INTRODUCTION .............................................................................................................................. 1-7
GENERAL .............................................................................................................................................. 1-7
ORGANIZATION .................................................................................................................................... 1-9
WARNINGS, CAUTIONS AND NOTES ...................................................................................................... 1-9
CUSTOMER CONFIGURED AIRPLANE EFFECTIVITY ............................................................................. 1-10
A.6 ABBREVIATIONS .......................................................................................................................... 1-11
A.7 REVISION HIGHLIGHTS ................................................................................................................. 1-13
GENERAL ............................................................................................................................................ 1-13
OM PART B E-JET E190 .................................................................................................................. 1-13
A.8 TABLE OF CONTENT ..................................................................................................................... 1-15
0. GENERAL INFORMATION AND UNITS OF MEASUREMENTS ......................................... 1-1
0.1 AIRPLANE DIMENSIONS ............................................................................................................. 1-1

0.2 UNITS OF MEASUREMENTS AND CONVERSION TABLES ............................................................. 1-1
0.3 FCOM OPERATIONAL BULLETINS............................................................................................. 1-1
1. LIMITATIONS ............................................................................................................................. 1-1
1.1 GENERAL .................................................................................................................................. 1-1

1.2 CERTIFICATION STATUS .......................................................................................................... 1-1
1.3 PASSENGER SEATING CONFIGURATION .................................................................................. 1-1
1.4 TYPES OF OPERATION .............................................................................................................. 1-2
1.5 CREW COMPOSITION ............................................................................................................... 1-2
1.6 WEIGHT AND CENTER OF GRAVITY ........................................................................................ 1-2
1.6.1 CENTER OF GRAVITY LIMITATIONS ....................................................................................... 1-2
1.6.2 WEIGHT LIMITATIONS ............................................................................................................ 1-2
1.7 SPEED LIMITATIONS ................................................................................................................ 1-3
1.8 ENVIRONMENTAL ENVELOPE .................................................................................................... 1-3
1.9 WIND LIMITS ............................................................................................................................ 1-3
1.9.1.1 General .................................................................................................................................. 1-3
1.9.2 OPERATIONAL LIMITATIONS .................................................................................................. 1-3
1.9.3 AUTOFLIGHT/FLIGHT DIRECTOR SYSTEM ............................................................................ 1-3
1.9.3.1 Automatic landing ................................................................................................................. 1-3
1.9.4 CROSSWIND ............................................................................................................................. 1-4
1.9.4.1 Takeoff .................................................................................................................................. 1-4
1.9.4.2 Landing.................................................................................................................................. 1-4
1.10 PERFORMANCE LIMITATIONS ................................................................................................. 1-4
1.11 RUNWAY AND TAXIWAY .......................................................................................................... 1-5
1.12 LIMITATIONS ON WET OR CONTAMINATED RUNWAYS .......................................................... 1-5
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1.13 AIRFRAME CONTAMINATION .................................................................................................. 1-5

1.14 SYSTEM LIMITATIONS ............................................................................................................. 1-5
1.14.1 AIRPLANE GENERAL ............................................................................................................. 1-5
1.14.1.1 Maximum speed to open the direct vision window ............................................................. 1-5
1.14.1.2 Operational limitations ........................................................................................................ 1-5
1.14.1.3 RVSM operations ................................................................................................................ 1-6
1.14.1.4 Passenger evacuation........................................................................................................... 1-6
1.14.1.5 Flight deck security door ..................................................................................................... 1-6
1.14.2 AIR SYSTEMS ......................................................................................................................... 1-6
1.14.2.1 Cabin pressurization ............................................................................................................ 1-6
1.14.3 ICE AND RAIN PROTECTION .................................................................................................. 1-6
1.14.3.1 Engine and wing anti-ice system ......................................................................................... 1-7
1.14.3.2 Windshield wiper operation ................................................................................................ 1-7
1.14.4 AUTOPILOT/FLIGHT DIRECTOR SYSTEM ............................................................................. 1-7
1.14.4.1 Automatic landing ............................................................................................................... 1-7
1.14.5 COMMUNICATIONS ............................................................................................................... 1-8
1.14.5.1 Aircraft Communications Addressing and Reporting System (ACARS)............................ 1-8
1.14.5.2 Non–AFM Operational Information.................................................................................... 1-8
1.14.6 ENGINES AND APU ................................................................................................................ 1-8
1.14.6.1 Starter .................................................................................................................................. 1-8
1.14.6.2 Engine limit display markings ............................................................................................. 1-8
1.14.6.3 Reverse thrust ...................................................................................................................... 1-9
1.14.6.4 APU ..................................................................................................................................... 1-9
1.14.7 FLIGHT CONTROLS ................................................................................................................ 1-9
1.14.8 FLIGHT MANAGEMENT, NAVIGATION ............................................................................... 1-10
1.14.8.1 Inertial reference unit (IRU) .............................................................................................. 1-10
1.14.8.2 QFE selection .................................................................................................................... 1-10
1.14.8.3 FMS speeds ....................................................................................................................... 1-10
1.14.9 FUEL ..................................................................................................................................... 1-10
1.14.9.1 Fuel temperature ................................................................................................................ 1-10
1.14.9.2 Fuel balance....................................................................................................................... 1-10
1.14.9.3 Approved fuel .................................................................................................................... 1-10
1.14.9.4 Crossfeed Operations ........................................................................................................ 1-10
1.14.10 LANDING GEAR .................................................................................................................. 1-10
1.14.11 WARNING SYSTEMS........................................................................................................... 1-11
1.14.11.1 EGPWS – Look-ahead terrain alerting ............................................................................ 1-11
1.14.11.2 TCAS ............................................................................................................................... 1-11
2. NORMAL PROCEDURES ........................................................................................................... 2-1
2.1 INTRODUCTION ........................................................................................................................ 2-1

2.1.1 GENERAL ................................................................................................................................. 2-1
2.1.2 NORMAL PROCEDURES PHILOSOPHY AND ASSUMPTIONS .................................................... 2-1
2.1.3 CONFIGURATION CHECK ........................................................................................................ 2-1
2.1.4 CREW DUTIES .......................................................................................................................... 2-2
2.1.5 MULTIFUNCTION CONTROL DISPLAY UNIT (MCDU) PROCEDURES .................................... 2-3
2.1.6 AUTOPILOT FLIGHT CONTROL SYSTEM (AFCS) PROCEDURES............................................ 2-3
2.1.7 PREFLIGHT AND POSTFLIGHT SCAN FLOW ............................................................................ 2-4
2.1.8 AREAS OF RESPONSIBILITY – PILOT MONITORING VERSUS PILOT FLYING IN FLIGHT OR
DURING TAXIING ................................................................................................................................. 2-5
2.1.9 BRIEFINGS ............................................................................................................................... 2-5
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2.1.10 CALLOUTS .............................................................................................................................. 2-6

2.2 AMPLIFIED PROCEDURES ...................................................................................................... 2-11
2.2.1 POWER UP /PRELIMINARY PRE-FLIGHT PROCEDURE – CAPTAIN OR FIRST OFFICER ..... 2-11
2.2.2 MCDU PREFLIGHT PROCEDURE – CAPTAIN AND FIRST OFFICER .................................... 2-15
Initial .................................................................................................................................................. 2-15
Navigation .......................................................................................................................................... 2-15
Performance ....................................................................................................................................... 2-16
2.2.3 EXTERIOR INSPECTION ........................................................................................................... 2-18
2.2.3.2 Nose ..................................................................................................................................... 2-19
2.2.3.3 Nose wheel well .................................................................................................................. 2-19
2.2.3.4 Right fwd fuselage............................................................................................................... 2-20
2.2.3.5 Lower center fuselage ......................................................................................................... 2-20
2.2.3.6 Right center wing ................................................................................................................ 2-20
2.2.3.7 Engine 2 LH side ................................................................................................................. 2-20
2.2.3.8 Engine 2 RH side................................................................................................................. 2-21
2.2.3.9 Right wing leading edge ...................................................................................................... 2-21
2.2.3.10 Right wing trailing edge .................................................................................................... 2-22
2.2.3.11 Right landing gear ............................................................................................................. 2-22
2.2.3.12 Right aft fuselage............................................................................................................... 2-22
2.2.3.13 Tail section ........................................................................................................................ 2-23
2.2.3.14 Left aft fuselage ................................................................................................................. 2-23
2.2.3.15 Left landing gear ............................................................................................................... 2-23
2.2.3.16 Left wing trailing edge ...................................................................................................... 2-24
2.2.3.17 Left wing leading edge ...................................................................................................... 2-24
2.2.3.18 Engine 1 LH side ............................................................................................................... 2-24
2.2.3.19 (Improved Acoustic Chevron Nozzle (IACN) installed) Engine 1 RH side ..................... 2-25
2.2.3.20 Left center wing................................................................................................................. 2-25
2.2.4 PREFLIGHT PROCEDURE – FIRST OFFICER............................................................................... 2-26
2.2.5 PREFLIGHT PROCEDURE – CAPTAIN ....................................................................................... 2-30
2.2.6 BEFORE START PROCEDURE ................................................................................................. 2-32
2.2.7 PUSHBACK OR TOWING PROCEDURE ................................................................................... 2-35
2.2.8 ENGINE START PROCEDURE ................................................................................................. 2-37
2.2.9 BEFORE TAXI PROCEDURE.................................................................................................... 2-38
2.2.10 BEFORE TAKEOFF PROCEDURE .......................................................................................... 2-40
2.2.11 TAKEOFF PROCEDURE ........................................................................................................ 2-41
2.2.12 TAKEOFF FLAP RETRACTION SPEED SCHEDULE ............................................................... 2-44
2.2.13 CLIMB AND CRUISE PROCEDURE ........................................................................................ 2-45
2.2.14 DESCENT PROCEDURE ........................................................................................................ 2-46
2.2.15 APPROACH PROCEDURE ..................................................................................................... 2-47
2.2.16 FLAP EXTENSION SCHEDULE .............................................................................................. 2-48
2.2.17 LANDING PROCEDURE ILS OR GLS ................................................................................... 2-49
2.2.18 LANDING PROCEDURE – INSTRUMENT APPROACH USING VGP ........................................... 2-50
2.2.19 LANDING PROCEDURE – INSTRUMENT APPROACH USING LOC- FPA OR LOC-V/S ............ 2-52
2.2.20 GO-AROUND AND MISSED APPROACH PROCEDURE ........................................................... 2-54
2.2.21 LANDING ROLL PROCEDURE .............................................................................................. 2-56
2.2.22 AFTER LANDING PROCEDURE............................................................................................. 2-57
2.2.23 SHUTDOWN PROCEDURE ..................................................................................................... 2-59
2.2.24 SECURE PROCEDURE ........................................................................................................... 2-61
2.3 SUPPLEMENTARY PROCEDURES .............................................................................................. 2-62
2.3.1 COMMUNICATION ................................................................................................................... 2-62
2.3.1.1 ATC Datalink procedures .................................................................................................... 2-62
2.3.1.2 Data link exchange .............................................................................................................. 2-62
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2.3.1.3 CPDLC Procedures in Maastricht UAC airspace ................................................................ 2-62

2.3.1.4 ACARS................................................................................................................................ 2-64
3. ABNORMAL AND EMERGENCY PROCEDURES .................................................................. 3-1
3.1 INTRODUCTION .......................................................................................................................... 3-1

3.1.1 GENERAL .................................................................................................................................. 3-1
3.1.2 NON-NORMAL SITUATION GUIDELINES .................................................................................... 3-1
3.2 SMOKE ....................................................................................................................................... 3-2
3.2.1 CRG FWD (AFT) SMOKE ...................................................................................................... 3-2
3.2.2 LAV SMOKE ........................................................................................................................... 3-2
3.2.3 SMOKE EVACUATION ......................................................................................................... 3-2
3.2.4 SMOKE/FIRE/FUMES ............................................................................................................ 3-2
3.2.4.1 Additional immediate actions ................................................................................................ 3-2
3.2.4.2 Checklist ................................................................................................................................ 3-2
3.2.5 RECIRC SMOKE ..................................................................................................................... 3-3
3.3 NON ANNUNCIATED .................................................................................................................. 3-4
3.3.1 CARGO COMPARTMENT FIRE .................................................................................................... 3-4
3.3.2 DITCHING.................................................................................................................................. 3-4
3.3.3 DUAL ENGINE FAILURE ............................................................................................................. 3-4
3.3.4 EMERGENCY DESCENT .............................................................................................................. 3-5
3.3.5 EMERGENCY EVACUATION ....................................................................................................... 3-5
3.3.6 ENGINE ABNORMAL START ....................................................................................................... 3-5
3.3.6.1 Workmethod .......................................................................................................................... 3-5
3.3.6.2 Conditions to abort engine start............................................................................................. 3-6
3.3.6.3 Starter duty cycle ................................................................................................................... 3-6
3.3.6.4 FADEC abnormal start protection ......................................................................................... 3-6
3.3.6.5 Supplementary start procedures ............................................................................................ 3-6
3.3.7 ENGINE FIRE SEVERE DAMAGE OR SEPARATION ....................................................................... 3-6
3.3.8 FORCED LANDING ..................................................................................................................... 3-6
3.3.9 FUEL LEAK ................................................................................................................................ 3-6
3.3.10 JAMMED CONTROL COLUMN (PITCH) ...................................................................................... 3-7
3.3.11 JAMMED CONTROL WHEEL (ROLL) ......................................................................................... 3-7
3.3.12 JAMMED RUDDER PEDALS ...................................................................................................... 3-7
3.3.13 PITCH TRIM RUNAWAY ........................................................................................................... 3-7
3.3.14 ROLL (YAW) TRIM RUNAWAY ................................................................................................. 3-7
3.3.15 STEERING RUNAWAY .............................................................................................................. 3-7
3.3.16 TAKEOFF WITH ENGINE FAILURE AT OR ABOVE V1................................................................ 3-7
3.3.17 ABNORMAL LANDING GEAR EXTENSION ................................................................................ 3-8
3.3.18 BLANK DISPLAY UNIT WITHOUT AUTOMATIC REVERSION ..................................................... 3-8
3.3.19 EICAS MESSAGE MISCOMPARISON ........................................................................................ 3-8
3.3.20 ENGINE ABNORMAL VIBRATION ............................................................................................. 3-8
3.3.21 ENGINE AIRSTART................................................................................................................... 3-8
3.3.22 ENGINE AIRSTART ENVELOPE ................................................................................................. 3-8
3.3.23 ENGINE ITT OVERTEMPERATURE ........................................................................................... 3-8
3.3.23.1 Engine exceedance during takeoff....................................................................................... 3-8
3.3.23.2 ITT indications exceeding limits after takeoff .................................................................... 3-8
3.3.24 ENGINE OIL OVERTEMPERATURE ............................................................................................ 3-9
3.3.25 ENGINE SHUTDOWN ................................................................................................................ 3-9
3.3.26 ENGINE TAILPIPE FIRE ............................................................................................................ 3-9
3.3.27 GEAR LEVER CAN NOT BE MOVED UP ..................................................................................... 3-9
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3.3.28 IESS ATTITUDE OSCILLATION WITH RAT DEPLOYED ............................................................ 3-9

3.3.29 IMPAIRED OR CRACKED WINDSHIELD ..................................................................................... 3-9
3.3.30 “LANDING GEAR” AURAL WARNING CAN NOT BE CANCELLED ............................................ 3-10
3.3.31 LOSS OF APU INDICATIONS .................................................................................................. 3-10
3.3.32 LOSS OF HYDRAULIC SYSTEM 1 ............................................................................................ 3-10
3.3.35 LOSS OF HYDRAULIC SYSTEM 1 AND 2 ................................................................................. 3-10
3.3.38 LOSS OF PRESSURIZATION INDICATION ................................................................................ 3-12
3.3.39 NON ANNUNCIATED LOSS OF ALL TRIMS AND AUTOPILOT ................................................... 3-12
3.3.40 ONE ENGINE INOPERATIVE APPROACH AND LANDING.......................................................... 3-12
3.3.40.1 Approach preparation ........................................................................................................ 3-12
3.3.40.2 Patterns .............................................................................................................................. 3-12
3.3.40.3 One engine inoperative go-around .................................................................................... 3-13
3.3.40.4 Engine failure during go-around ....................................................................................... 3-14
3.3.40.5 Go-around acceleration altitude ........................................................................................ 3-14
3.3.41 OXYGEN LEAKAGE ............................................................................................................... 3-14
3.3.42 PARTIAL OR GEAR UP LANDING ............................................................................................ 3-14
3.3.42.1 Preparation ........................................................................................................................ 3-14
3.3.42.2 Landing procedure............................................................................................................. 3-14
3.3.43 STRUCTURAL DAMAGE ......................................................................................................... 3-15
3.3.44 UNRELIABLE AIRSPEED ........................................................................................................ 3-15
3.3.45 VOLCANIC ASH ..................................................................................................................... 3-15
3.4 ANNUNCIATED ........................................................................................................................ 3-16
3.4.1 AIRPLANE GENERAL (CARGO/DOORS/LIGHTING) .................................................................. 3-16
3.4.1.1 Door CRG FWD (AFT) open .............................................................................................. 3-16
3.4.1.2 Door EMER LH (RH) open ................................................................................................ 3-16
3.4.1.3 Door PAX (SERV) FWD (AFT) open ................................................................................ 3-16
3.4.1.4 Door Center (FWD) EBAY open ........................................................................................ 3-16
3.4.1.5 Door HYD open .................................................................................................................. 3-16
3.4.1.6 EMER LT not armed ........................................................................................................... 3-16
3.4.1.7 EMER LT on ....................................................................................................................... 3-16
3.4.1.8 NON QRH items ................................................................................................................. 3-16
3.4.2 AMS (PNEUMATIC/AIR CONDITIONING/PRESSURIZATION).................................................... 3-17
3.4.2.1 Cabin Altitude HI ................................................................................................................ 3-17
3.4.2.2 AMS CTRL Fail .................................................................................................................. 3-18
3.4.2.3 Bleed 1 (2) Fail .................................................................................................................... 3-18
3.4.2.4 Bleed 1 (2) Leak .................................................................................................................. 3-19
3.4.2.5 Bleed 1 (2) Overpress .......................................................................................................... 3-19
3.4.2.6 Bleed APU leak ................................................................................................................... 3-19
3.4.2.7 Cabin DIFF PRESS fail....................................................................................................... 3-19
3.4.2.8 Center EBAY fans fail ........................................................................................................ 3-19
3.4.2.9 CRG FWD vent fail............................................................................................................. 3-19
3.4.2.10 FWD EBAY fans fail ........................................................................................................ 3-19
3.4.2.11 PACK 1 (2) fail ................................................................................................................. 3-19
3.4.2.12 Pack 2 leak ........................................................................................................................ 3-19
3.4.2.13 PRESN auto fail ................................................................................................................ 3-20
3.4.2.14 PRESN MAN fail .............................................................................................................. 3-20
3.4.2.15 Pressurization conversion table ......................................................................................... 3-20
3.4.2.16 RECIRC SMK DET fail .................................................................................................... 3-20
E-JET E190 Page 20
3.4.2.17 Bleed 1 (2) OFF................................................................................................................. 3-20

3.4.2.18 Pack 1 (2) OFF .................................................................................................................. 3-20
3.4.3 AUTOFLIGHT ........................................................................................................................... 3-21
3.4.3.1 AP fail ................................................................................................................................. 3-21
3.4.3.2 AP pitch mistrim ................................................................................................................. 3-21
3.4.3.3 AP pitch trim fail ................................................................................................................. 3-21
3.4.3.4 AP roll mistrim .................................................................................................................... 3-21
3.4.3.5 AT fail ................................................................................................................................. 3-21
3.4.3.6 AT not in hold ..................................................................................................................... 3-21
3.4.3.7 FD lateral mode off ............................................................................................................. 3-21
3.4.3.8 FD vert mode off ................................................................................................................. 3-21
3.4.3.9 Shaker anticipated ............................................................................................................... 3-21
3.4.3.10 Stall PROT fail .................................................................................................................. 3-21
3.4.3.11 Stall PROT fail ................................................................................................................. 3-21
3.4.4 AUXILIARY POWER UNIT ........................................................................................................ 3-22
3.4.4.1 APU altitude exceed ............................................................................................................ 3-22
3.4.4.2 APU fail............................................................................................................................... 3-22
3.4.4.3 APU fault............................................................................................................................. 3-22
3.4.4.4 APU oil HI TEMP ............................................................................................................... 3-22
3.4.4.5 APU oil LO PRESS............................................................................................................. 3-22
3.4.5 ELECTRICAL............................................................................................................................ 3-23
3.4.5.1 BATT 1 (2) overtemp .......................................................................................................... 3-23
3.4.5.2 BATT 1-2 OFF .................................................................................................................... 3-23
3.4.5.3 BATT discharging ............................................................................................................... 3-23
3.4.5.4 ELEC emergency ................................................................................................................ 3-23
3.4.5.5 AC bus 1 off ........................................................................................................................ 3-23
3.4.5.6 AC bus 2 off ........................................................................................................................ 3-23
3.4.5.7 AC ESS bus off ................................................................................................................... 3-24
3.4.5.8 AC STBY bus off ................................................................................................................ 3-24
3.4.5.9 APU GEN OFF bus ............................................................................................................. 3-24
3.4.5.10 BATT 1 (2) discharging .................................................................................................... 3-24
3.4.5.11 BATT 1 (2) temp sens fault ............................................................................................... 3-24
3.4.5.12 BATT 1 OFF ..................................................................................................................... 3-24
3.4.5.13 BATT 2 OFF ..................................................................................................................... 3-24
3.4.5.14 DC bus 1 off ...................................................................................................................... 3-24
3.4.5.15 DC bus 2 off ...................................................................................................................... 3-24
3.4.5.16 DC ESS bus 1 off .............................................................................................................. 3-24
3.4.5.17 DC ESS bus 2 off .............................................................................................................. 3-24
3.4.5.18 DC ESS bus 3 off .............................................................................................................. 3-24
3.4.5.19 GPU connected .................................................................................................................. 3-24
3.4.5.20 IDG 1 (2) off bus ............................................................................................................... 3-25
3.4.5.21 IDG 1 (2) oil ...................................................................................................................... 3-25
3.4.5.22 TRU 1 (2) fail .................................................................................................................... 3-25
3.4.5.23 TRU ESS fail ..................................................................................................................... 3-25
3.4.5.24 SPDA fail .......................................................................................................................... 3-25
3.4.5.25 Non QRH items ................................................................................................................. 3-25
3.4.6 ENGINES ................................................................................................................................. 3-26
3.4.6.1 ENG 1 (2) OIL LO PRESS ................................................................................................. 3-26
3.4.6.2 ENG 1 (2) REV deployed ................................................................................................... 3-26
3.4.6.3 ENG 1 (2) control fault ....................................................................................................... 3-26
3.4.6.4 ENG 1 (2) FADEC overtemp .............................................................................................. 3-26
3.4.6.5 ENG 1 (2) fail ...................................................................................................................... 3-26
E-JET E190 Page 21
3.4.6.6 ENG 1 (2) fuel IMP bypass ................................................................................................. 3-31

3.4.6.7 ENG 1 (2) REV TLA fail .................................................................................................... 3-31
3.4.6.8 ENG 1 (2) start VLV open .................................................................................................. 3-31
3.4.6.9 ENG 1 (2) TLA fail ............................................................................................................. 3-31
3.4.6.10 ENG no takeoff data .......................................................................................................... 3-31
3.4.6.11 ENG REF A-I DISAG ....................................................................................................... 3-31
3.4.6.12 ENG REF ECS DISAG ..................................................................................................... 3-31
3.4.6.13 ENG TLA NOT TOGA ..................................................................................................... 3-31
3.4.6.14 Non QRH items ................................................................................................................. 3-31
3.4.7 FIRE PROTECTION ................................................................................................................... 3-32
3.4.7.1 APU fire .............................................................................................................................. 3-32
3.4.7.2 ENG 1 (2) FIRE .................................................................................................................. 3-32
3.4.7.3 APU fire DET fault ............................................................................................................. 3-32
3.4.7.4 APU firex fault .................................................................................................................... 3-32
3.4.7.5 Cargo AFT (FWD) fire sys fail ........................................................................................... 3-32
3.4.7.6 ENG 1 (2) fire DET fail ...................................................................................................... 3-32
3.4.7.7 RECIRC SMK DET fail ...................................................................................................... 3-32
3.4.7.8 Non QRH items ................................................................................................................... 3-32
3.4.8 FLIGHT CONTROLS .................................................................................................................. 3-33
3.4.8.1 ELEV NML mode fail ......................................................................................................... 3-33
3.4.8.2 Ground spoilers fail ............................................................................................................. 3-33
3.4.8.3 RUDDER NML fail ............................................................................................................ 3-33
3.4.8.4 SPOILER NML fail............................................................................................................. 3-33
3.4.8.5 AOA limit fail ..................................................................................................................... 3-33
3.4.8.6 ELEV THR COMP fail ....................................................................................................... 3-33
3.4.8.7 Elevator fault ....................................................................................................................... 3-33
3.4.8.8 Elevator LH (RH) fail.......................................................................................................... 3-33
3.4.8.9 Flap fail ............................................................................................................................... 3-33
3.4.8.10 Pitch trim fail ..................................................................................................................... 3-34
3.4.8.11 Rudder fail ......................................................................................................................... 3-34
3.4.8.12 Rudder fault ....................................................................................................................... 3-34
3.4.8.13 Rudder limiter fail ............................................................................................................. 3-34
3.4.8.14 Slat fail .............................................................................................................................. 3-34
3.4.8.15 Slat-Flap lever disag .......................................................................................................... 3-34
3.4.8.16 Spoiler fault ....................................................................................................................... 3-34
3.4.8.17 Stab lock fault.................................................................................................................... 3-35
3.4.8.18 Aileron LH (RH) fail ......................................................................................................... 3-35
3.4.8.19 Flap (Slat) LO rate............................................................................................................. 3-35
3.4.8.20 Stall prot ice speed ............................................................................................................ 3-35
3.4.8.21 Tailstrike avoid fail ........................................................................................................... 3-35
3.4.8.22 Tailstrike prot fail .............................................................................................................. 3-35
3.4.9 FMS/NAV/COMM/FLIGHT INSTRUMENTS ............................................................................ 3-36
3.4.9.1 No take off config................................................................................................................ 3-36
3.4.9.2 ADS 1 (2) fail ...................................................................................................................... 3-36
3.4.9.3 ADS 3 fail............................................................................................................................ 3-36
3.4.9.4 ADS 1 (2) (3) HTR fail ....................................................................................................... 3-36
3.4.9.5 ADS 4 HTR fail................................................................................................................... 3-36
3.4.9.6 APM fail .............................................................................................................................. 3-36
3.4.9.7 APM miscomp ..................................................................................................................... 3-36
3.4.9.8 Aural WRN SYS fail ........................................................................................................... 3-36
3.4.9.9 AVNX ASCB fault.............................................................................................................. 3-36
3.4.9.10 AVNX MAU 1A fail ......................................................................................................... 3-36
E-JET E190 Page 22
3.4.9.11 AVNX MAU 1B fail ......................................................................................................... 3-36

3.4.9.12 AVNX MAU 2A fail ......................................................................................................... 3-36
3.4.9.13 AVNX MAU 2B fail ......................................................................................................... 3-37
3.4.9.14 AVNX MAU 3A fail ......................................................................................................... 3-37
3.4.9.15 AVNX MAU 3B fail ......................................................................................................... 3-37
3.4.9.16 AVNX MAU 1A (1B) OVHT ........................................................................................... 3-37
3.4.9.17 AVNX MAU 2A (2B) OVHT ........................................................................................... 3-37
3.4.9.18 AVNX MAU 3A (3B) OVHT ........................................................................................... 3-37
3.4.9.19 Display CTRL fail ............................................................................................................. 3-37
3.4.9.20 EICAS fault ....................................................................................................................... 3-37
3.4.9.21 EICAS OVHT ................................................................................................................... 3-37
3.4.9.22 FMS POS DISAG ............................................................................................................. 3-37
3.4.9.23 FMS1 (2) – GPS POS DISAG .......................................................................................... 3-37
3.4.9.24 GND PROX fail ................................................................................................................ 3-37
3.4.9.25 IRS excessive motion ........................................................................................................ 3-37
3.4.9.26 IRS 1 (2) fail ...................................................................................................................... 3-38
3.4.9.27 MCDU 1 (2) OVHT .......................................................................................................... 3-38
3.4.9.28 MFD 1 (2) fault ................................................................................................................. 3-38
3.4.9.29 MFD 1 (2) OVHT.............................................................................................................. 3-38
3.4.9.30 NAVCOM 1 (2) fail .......................................................................................................... 3-38
3.4.9.31 NAVCOM 1 (2) OVHT .................................................................................................... 3-38
3.4.9.32 PFD 1 (2) fault................................................................................................................... 3-38
3.4.9.33 PFD 1 (2) OVHT ............................................................................................................... 3-38
3.4.9.34 VHF 3 fail.......................................................................................................................... 3-38
3.4.9.35 Windshear fail ................................................................................................................... 3-38
3.4.9.36 FMS 1 (2) fail .................................................................................................................... 3-38
3.4.9.37 IRS 1 (2) NAV mode fail .................................................................................................. 3-38
3.4.9.38 IRS PRES POS invalid ...................................................................................................... 3-38
3.4.9.39 RALT 1 (2) fail.................................................................................................................. 3-39
3.4.9.40 TAT 1 (2) fail .................................................................................................................... 3-39
3.4.9.41 Non QRH items ................................................................................................................. 3-39
3.4.10 FUEL ..................................................................................................................................... 3-41
3.4.10.1 Fuel 1 (2) LO level ............................................................................................................ 3-41
3.4.10.2 APU Fuel SOV fail............................................................................................................ 3-41
3.4.10.3 ENG 1 (2) fuel SOV fail.................................................................................................... 3-41
3.4.10.4 Fuel AC pump 1 (2) fail (as caution)................................................................................. 3-41
3.4.10.5 Fuel DC pump fail ............................................................................................................. 3-41
3.4.10.6 Fuel imbalance .................................................................................................................. 3-41
3.4.10.7 Fuel tank LO temp (as caution) ......................................................................................... 3-41
3.4.10.8 Fuel Xfeed fail ................................................................................................................... 3-42
3.4.11 HYDRAULICS ........................................................................................................................ 3-43
3.4.11.1 HYD 1 (2) overheat ........................................................................................................... 3-43
3.4.11.2 HYD 3 overheat................................................................................................................. 3-43
3.4.11.3 HYD PTU fail ................................................................................................................... 3-43
3.4.11.4 HYD 1 (2) EDP not D-PRESS .......................................................................................... 3-43
3.4.11.5 HYD 1(2) HI temp ............................................................................................................ 3-43
3.4.11.6 HYD 3 HI temp ................................................................................................................. 3-43
3.4.11.7 HYD 1 (2) LO press .......................................................................................................... 3-43
3.4.11.8 HYD 3 LO press ................................................................................................................ 3-43
3.4.11.9 HYD 3 VLV fail ................................................................................................................ 3-43
3.4.11.10 HYD 1 (2) ELEC pump fail ............................................................................................ 3-44
3.4.11.11 HYD 3 ELEC pump A fail .............................................................................................. 3-44
E-JET E190 Page 23
3.4.11.12 HYD 3 ELEC pump B fail .............................................................................................. 3-44

3.4.12 ICE AND RAIN PROTECTION .................................................................................................. 3-45
3.4.12.1 A-I wing 1 (2) leak ............................................................................................................ 3-45
3.4.12.2 A-I ENG 1 (2) fail ............................................................................................................. 3-45
3.4.12.3 A-I LO capacity ................................................................................................................. 3-45
3.4.12.4 A-I wing fail ...................................................................................................................... 3-45
3.4.12.5 A-I wing no dispatch ......................................................................................................... 3-45
3.4.12.6 Ice detector 1 (2) fail ......................................................................................................... 3-45
3.4.12.7 Windshield 1 (2) HTR failNo remarks. ............................................................................. 3-45
3.4.13 LANDING GEAR AND BRAKES ............................................................................................... 3-46
3.4.13.1 LG lever DISAG ............................................................................................................... 3-46
3.4.13.2 Autobrake fail .................................................................................................................... 3-46
3.4.13.3 BRK LH (RH) fail ............................................................................................................. 3-46
3.4.13.4 BRK overheat .................................................................................................................... 3-46
3.4.13.5 EMER BRK fail ................................................................................................................ 3-46
3.4.13.6 LG nose door open ............................................................................................................ 3-46
3.4.13.7 LG WOW SYS fail............................................................................................................ 3-46
3.4.13.8 PRKG BRK not released ................................................................................................... 3-46
3.4.13.9 Steer fail ............................................................................................................................ 3-46
3.4.13.10 BRK control fault ............................................................................................................ 3-46
3.4.13.11 BRK LH (RH) fault ......................................................................................................... 3-46
3.4.13.12 Non QRH items ............................................................................................................... 3-47
3.4.14 OXYGEN................................................................................................................................ 3-48
3.4.14.1 Crew OXY LO press ......................................................................................................... 3-48
3.4.14.2 PAX OXY not deployed.................................................................................................... 3-48
3.4.14.3 Observer OXY LO press ................................................................................................... 3-48
3.4.14.4 NON QRH items ............................................................................................................... 3-48
3.4.15 TAILSTRIKE........................................................................................................................... 3-49
3.5 NON-NORMAL MANEUVERS .................................................................................................... 3-50
3.5.1 APPROACH TO STALL OR STALL RECOVERY ........................................................................... 3-50
3.5.2 REJECTED TAKEOFF ................................................................................................................ 3-50
3.5.3 TERRAIN AVOIDANCE ............................................................................................................. 3-50
3.5.4 TRAFFIC AVOIDANCE .............................................................................................................. 3-51
3.5.5 UPSET RECOVERY ................................................................................................................... 3-51
3.5.6 WINDSHEAR ............................................................................................................................ 3-51
3.6 MISCELLANEOUS ..................................................................................................................... 3-52
3.6.1 CREW INCAPACITATION .......................................................................................................... 3-52
3.6.1.1 Autoland .............................................................................................................................. 3-52
3.6.2 DISTRESS COMMUNICATION AND ALERTING ATC TO EMERGENCIES .................................... 3-52
3.6.3 EXCEEDING COSMIC RADIATION LIMITS ................................................................................. 3-52
3.6.4 LIGHTNING STRIKES ............................................................................................................... 3-53
3.6.5 OVERWEIGHT LANDING .......................................................................................................... 3-53
3.6.5.1 Conditions ........................................................................................................................... 3-53
3.6.5.2 Procedure ............................................................................................................................. 3-54
3.6.6 ROLL CONTROLLABILITY ........................................................................................................ 3-55
4. PERFORMANCE ......................................................................................................................... 4-1
4.1 TAKEOFF .................................................................................................................................. 4-1

4.1.1 INTRODUCTION ......................................................................................................................... 4-1
4.1.2 TAKEOFF FLAPS SETTING .......................................................................................................... 4-1
E-JET E190 Page 24
4.1.3 REDUCED THRUST TAKEOFF ..................................................................................................... 4-1

4.1.4 MINIMUM FLAP RETRACTION HEIGHT ...................................................................................... 4-2
4.1.5 EMERGENCY TURN PROCEDURES ............................................................................................. 4-2
4.1.6 TOPERF TOOL ........................................................................................................................... 4-2
4.1.6.1 Introduction ........................................................................................................................... 4-2
4.1.6.2 General .................................................................................................................................. 4-2
4.1.6.3 Input Process ......................................................................................................................... 4-3
4.1.6.4 Calculating takeoff performance ........................................................................................... 4-9
4.1.6.5 Output Process....................................................................................................................... 4-9
4.1.7 CONTAMINATED TAKEOFF PERFORMANCE ............................................................................. 4-11
4.1.7.1 Introduction ......................................................................................................................... 4-11
4.1.7.2 Operational limitations for takeoff ...................................................................................... 4-11
4.1.7.3 Toperf Airplane configuration............................................................................................. 4-12
4.1.7.4 Contaminated performance calculations using TOperf ....................................................... 4-12
4.2 LANDING ................................................................................................................................. 4-13
4.2.1 INTRODUCTION ....................................................................................................................... 4-13
4.2.1.1 Dispatch ............................................................................................................................... 4-13
4.2.1.2 Inflight (or enroute) ............................................................................................................. 4-15
4.2.1.3 Landing Performance Summary Table................................................................................ 4-17
4.2.2 LANDPERF TOOL ................................................................................................................... 4-18
4.2.2.1 Introduction ......................................................................................................................... 4-18
4.2.2.2 General ................................................................................................................................ 4-18
4.2.3 INPUT PROCESS ....................................................................................................................... 4-19
4.2.3.1 Calculating landing performance ........................................................................................ 4-22
4.2.3.2 Special input information .................................................................................................... 4-24
4.2.3.3 Additional inputs ................................................................................................................. 4-25
4.3 MISCELLANEOUS DATA ......................................................................................................... 4-26
4.3.1 BRAKE CATEGORY ................................................................................................................ 4-26
4.3.2 AIRPLANE APPROACH CATEGORY ....................................................................................... 4-26
5. FLIGHT PLANNING ................................................................................................................... 5-1
5.1 OPERATIONAL FLIGHT PLANNING ............................................................................................. 5-1

5.1.1 MANUAL FLIGHT PLANNING ................................................................................................... 5-1
5.1.2 AREA OF OPERATION .............................................................................................................. 5-1
5.1.2.1 Area of operation ................................................................................................................... 5-1
5.2 STANDARD FUEL ...................................................................................................................... 5-2
5.3 RESCUE AND FIRE FIGHTING SERVICE (RFFS) .......................................................................... 5-2
6. WEIGHT AND BALANCE .......................................................................................................... 6-1
6.1 INTRODUCTION ........................................................................................................................ 6-1

6.2 WEIGHTS AND DATA ................................................................................................................ 6-1
6.2.1 GENERAL ................................................................................................................................. 6-1
6.2.2 CREW DISTRIBUTION .............................................................................................................. 6-1
6.2.3 DOM AND DOI ........................................................................................................................ 6-1
6.2.4 LAST MINUTE CHANGES (LMC) ............................................................................................. 6-2
6.3 COMPUTERIZED LOADSHEET .................................................................................................. 6-2
6.4 MABTOOL ................................................................................................................................ 6-2
6.4.1 CATERING ................................................................................................................................ 6-2
E-JET E190 Page 25
6.4.2 WEIGHTS ................................................................................................................................. 6-2
7. LOADING ..................................................................................................................................... 7-1
7.1 REFERENCE .............................................................................................................................. 7-1

7.2 LOAD DISTRIBUTION ................................................................................................................ 7-1
7.2.1 PROCEDURE .............................................................................................................................. 7-1
8. CONFIGURATION DEVIATION LIST ...................................................................................... 8-1
8.1 REFERENCE .............................................................................................................................. 8-1
9. MINIMUM EQUIPMENT LIST .................................................................................................. 9-1
9.1 REFERENCE .............................................................................................................................. 9-1

9.1.1 MEL ......................................................................................................................................... 9-1
10. SURVIVAL AND EMERGENCY EQUIPMENT ................................................................... 10-1
10.1 GENERAL ................................................................................................................................ 10-1

10.2 OXYGEN .................................................................................................................................. 10-1
10.2.1 FLIGHT CREW OXYGEN ....................................................................................................... 10-1
10.2.2 PASSENGER OXYGEN ............................................................................................................ 10-1
11. EMERGENCY EVACUATION PROCEDURE ...................................................................... 11-1
11.1 REFERENCE ............................................................................................................................ 11-1
12. AIRPLANE SYSTEMS ............................................................................................................ 12-3
12.1 GENERAL ................................................................................................................................. 12-3

12.2 SOFTWARE VERSIONS .............................................................................................................. 12-3
12.3 CONTROLLER-PILOT DATA-LINK COMMUNICATIONS ............................................................ 12-3
E-JET E190 Page 26
Operations Manual Part B Chapter 0
E-JET E190 Page 1
GENERAL INFORMATION AND UNITS OF
28 Apr 2014
MEASUREMENTS
Airplane dimensions Version 4.0
0. General information and Units of

measurements
0.1 Airplane dimensions
Refer to FCOM, Volume II Chapter 1: Aircraft General.
0.2 Units of measurements and conversion tables

Refer to OM Part C.
0.3 FCOM Operational bulletins

Refer to FCOM operational bulletin record.
E-JET E190 Page 2
GENERAL INFORMATION AND UNITS OF
28 Apr 2014
MEASUREMENTS
FCOM Operational bulletins Version 4.0
E-JET E190 Page 1-1
LIMITATIONS 28 Apr 2014
General Version 4.0
1. Limitations
1.1 General
This chapter contains:
• Airplane Flight Manual (AFM) operational information
• Non-AFM operational information.
Information is included if it is:

• operationally significant
• required by FAA/EASA Airworthiness Directive
• required by another regulatory requirement
Information is not included if it is:

• incorporated into FCOM normal, supplementary, or non-normal procedures,
with a few exceptions
• shown on a placard, display, or other marking
Operational information listed in this chapter that must be memorized (memory items)
are marked with a (#) symbol. They meet the following criterion – flight crew access
by reference can not assure timely compliance, e.g., severe turbulence penetration
speeds. They need only be memorized to the extent that compliance is assured.
Knowing the exact wording of the limitation is not required.
Assuming that the remaining items are available to the flight crew by reference, they
do not need to be memorized.
1.2 Certification status

The Embraer ERJ 190 is certified JAR – 25 change 15 (Transport Category).
• The noise requirements of FAR Part 36 including Appendix C (stage 3) and of
Annex 16 (chapter 3) to the Convention of International Civil Aviation are
1.3 Passenger seating configuration

The maximum number of passengers approved for emergency evacuation is 114.
Note: Infants under two years of age and carried in the arms of passengers may be
excluded from account for this purpose.
The airplane is configured with 112 passengers seats configured 2-2
E-JET E190 Page 1-2
Types of operation Version 4.0
1.4 Types of operation

The airplane is approved for passenger and cargo flight operations (dangerous
goods transport is not approved), during both day and night, provided that the
required equipment is installed and approved in accordance with the applicable
Certification Standards (CS). Additionally, the airplane is approved for:
• Visual (VFR)
• Instrument (IFR)
• Icing Conditions
• Area of operations: EUR – NAT – AFI
• RVSM
• ETOPS is not approved
• Performance Based Navigation (PBN) Operations including BRNAV, PRNAV
and RNP 10, RNP-APCH (LNAV/VNAV) (RNP 0,3)
• MNPS is not approved
• Low visibility operations
• Approach and landing
• CAT l: RVR 550m/DH 200ft
• CAT I LTS
• CAT II OTS
• CAT ll: RVR 300m/DH 100ft
• CAT IIIA: RVR 200m/DH 50ft
• Takeoff
• RVR: 125m
1.5 Crew composition

Minimum of two FCMs: pilot and co-pilot.
1.6 Weight and center of gravity
1.6.1 Center of gravity limitations

Refer to Mabtool.
1.6.2 Weight limitations
E-JET E190 Page 1-3
Speed limitations Version 4.0
Registry Maximum wheights (Kilograms)

number Ramp Takeoff Landing Zero fuel
OO-JEM 47950 47790 43000 40800
OO-JEB 47950 47790 43000 40800
1.7 Speed limitations

Vmo at or below 8000 ft: 300 KIAS, increasing linear to 320 KIAS to 10000ft and
above.
Mmo: M.82
# Turbulent air penetration speed (in severe turbulence) is defined as:

• 250 KIAS below 10.000 feet
• 270KIAS/.76Mach (whichever is lower) at and above 10.000 feet. (Refer to
Suppl Procedures –Environmental in FCOM Volume 1 Chapter 3-75, for
additional information.)
# When holding in ice conditions, maintain at least Maximum Endurance speed or

210 KIAS, whichever is higher.
1.8 Environmental envelope

Maximum operating altitude 41000ft pressure altitude
Maximum takeoff and landing altitude 10000ft pressure altitude
1.9 Wind limits
1.9.1.1 General
The Captain may lower the wind limits for safety reasons.
The crosswind limits are based on steady wind (no gust) conditions. Gusts will
increase pilot workload but do not affect the guidelines below. Gusts shall not be
taken into account.
1.9.2 Operational limitations

# Maximum takeoff and landing tailwind 10 knots
1.9.3 Autoflight/Flight director system
1.9.3.1 Automatic landing

# Maximum allowable wind speeds when landing weather minima are predicated on
E-JET E190 Page 1-4
Performance limitations Version 4.0
autoland operations:
Registry number Max headwind Max crosswind Max tailwind

OO-JEM 25 15 10
OO-JEB 25 15 10
1.9.4 Crosswind
1.9.4.1 Takeoff
Runway condition Max crosswind
Dry 38
Wet 31
Snow - No melting 20
Standing water/Slush 18
Ice - No melting 12
1.9.4.2 Landing
Runway condition Max crosswind
Dry 38
Wet 31
Snow-No melting 20
Standing water/Slush 18
Ice-No melting 12
• In case of autoland, apply the lowest of the automatic landing crosswind

limitations and the crosswind of the above tables.
1.10 Performance limitations

Refer to TOperf and Performance Inflight in the QRH.
All landing gear steering, thrust reverser, braking, and flight control systems other
than yaw damper shall be operational for narrow runway operations.
E-JET E190 Page 1-5
Runway and taxiway Version 4.0
1.11 Runway and taxiway

Maximum runway slope ±2.0 %.
Minimum runway width 30 meters
A runway with a width of less than 45

meters is a narrow runway
1.12 Limitations on wet or contaminated runways

Refer to OM Part B, Chapter 1.9.4, Crosswind and to TOperf (automatic pop-up if
exceedance is ).
1.13 Airframe contamination

Refer to Supplementary Procedures – Environmental and Cold Weather OI.
If ice accretion is suspected, perform a physical (hands on) inspection to ensure that
there is no ice accumulation.
1.14 System limitations
1.14.1 Airplane general
1.14.1.1 Maximum speed to open the direct

vision window
Maximum speed to open the direct vision window 160 KIAS
1.14.1.2 Operational limitations

Photoluminescent Escape Path Strips must be charged in accordance with approved
procedures in the SEP/FCOM.
Non-AFM operational information

Note: The following items are not AFM limitations, but are provided for flight crew
information.
# Do not operate weather radar in a hangar or within 50 feet (15.25 meters) of any
personnel or a fuel spill.
E-JET E190 Page 1-6
System limitations Version 4.0
Note: The hangar and personnel restrictions do not apply to the weather radar test
mode.
1.14.1.3 RVSM operations
Altitude display limits

Standby altimeters do not meet altimeter accuracy requirements of RVSM airspace.
The maximum allowable in-flight difference between Captain and First Officer altitude
displays for RVSM operation is 200 feet.
The maximum allowable on-the-ground altitude display differences for RVSM

operations are:
Max difference between

Max difference between
Field elevation Captain or F/O & field
Captain & F/O
elevation
Sea level to 5000 feet 50 feet 75 feet
5001 to 10000 feet 60 feet 75 feet
1.14.1.4 Passenger evacuation
Non-AFM operational information

information.
On revenue flights, the escape slides must be armed during taxi, takeoff and landing.
1.14.1.5 Flight deck security door

Verify that an operational check of the Flight Deck Access System has been
accomplished according to approved procedures once each flight day.
1.14.2 Air systems
1.14.2.1 Cabin pressurization

Maximum differential pressure (relief 8,6 psi
valves)
1.14.3 Ice and rain protection

If green dot is to be used, whenever the EICAS message STALL PROT ICE SPEED
is displayed, fly green dot + 10 kts.
E-JET E190 Page 1-7
Definition of Icing Conditions: Icing conditions exist when OAT (on the
ground/takeoff) or TAT (in flight) is 10°C or less and:
— visible moisture in any form is present such as clouds, fog with visibility of one
mile or less, rain, snow sleet and ice crystals; or
— when operating on ramps, taxiways, or runways where surface snow, ice,
standing water, or slush may be ingested by the engines; or freeze on engines,
nacelles, or engine sensor probes.
1.14.3.1 Engine and wing anti-ice system

Note: There is no temperature limitation for anti-icing system automatic operation.
On Ground - The MCDU T/O DATASET MENU must be set to REF A/I ENG when
10°C ≥ OAT ≥ 5°C or to REF A/I ALL when OAT < 5°C and:
1. Icing conditions exist, or

2. The ceiling is less than 1,700 ft.
In Flight - The engine and wing anti-ice systems operate automatically in case of ice
encounter when the ICE PROTECTION Mode Selector is in AUTO.
1.14.3.2 Windshield wiper operation

Maximum windshield wiper operation speed is 250 KIAS.
1.14.4 Autopilot/Flight director system

# Do not engage the autopilot for takeoff below 400 feet AGL.
# Autopilot engagement is inhibited on the ground.
Non-FCOM operational information

# Use of aileron trim with the autopilot engaged is prohibited.
1.14.4.1 Automatic landing

# The maximum and minimum glideslope angles for autoland are 3.25 degrees and
2.5 degrees respectively.
# Autoland can be performed with or without autothrottle.

.
# Autoland capability may only be used with flaps 5, both engines operative or one
engine inoperative..
E-JET E190 Page 1-8
1.14.5 Communications
1.14.5.1 Aircraft Communications Addressing

and Reporting System (ACARS)
The ACARS is limited to the transmission and receipt of messages that will not create
an unsafe condition if the message is improperly received, such as the following
conditions:
• the message or parts of the message are delayed or not received,
• the message is delivered to the wrong recipient, or
• the message content may be frequently corrupted.
However, Pre-Departure Clearance, Digital Automatic Terminal Information Service,
Oceanic Clearances, Weight and Balance and Takeoff Data messages can be
transmitted and received over ACARS if they are verified per approved operational
procedures.
1.14.5.2 Non–AFM Operational Information

information.
Use the VHF radio connected to the top of fuselage antenna (COM 1) for primary
ATC communications on the ground.
1.14.6 Engines and APU

Takeoff with the Automatic Takeoff Thrust Control System (ATTCS) OFF is not
authorized.
Maximum takeoff thrust is limited to 10 minutes with one engine inoperative.
1.14.6.1 Starter
Motoring number Maximum time Cool-down time
90 seconds (on gnd)
1 and 2 10 seconds
120 (in-flight)
90 seconds (on gnd)
3 through 5 5 minutes
120 (in-flight)
1.14.6.2 Engine limit display markings

Maximum and minimum limits are red.
Caution limits are amber.
E-JET E190 Page 1-9
AMBER DASHED: invalid information or value out of displayable range
1.14.6.3 Reverse thrust

# Intentional selection of reverse thrust in flight is prohibited.
# Thrust reverser deployment occurs only if the aircraft is on the ground.
# Power back operations using thrust reversers are prohibited.
# After applying thrust reverser, do not move thrust levers back to the forward
thrust range, unless the REV icon on EICAS is shown amber or green.
1.14.6.4 APU
Simultaneous use of the APU Bleed and the HP cart is prohibited.
# Electrical AC power up to 33,000 ft.
# Bleed air for engine starting up to 21,000 ft.
# Bleed air for air conditioning up to 15,000 ft.
# Maximum altitude for APU start is 30,000 ft.
Starter duty cycle
Start APU Master Switch Followed by
1st and 2nd START/ON 60 seconds off
3rd cycle START/ON 5 minutes off
1.14.7 Flight controls

# Do not deploy the speedbrakes in flight at radio altitudes less than 1,000 feet.
# Avoid rapid and large alternating control inputs, especially in combination with large
changes in pitch, roll, or yaw (e.g. large side slip angles) as they may result in
structural failure at any speed, including below VA.
# Do not extend flaps above 20,000 feet.
E-JET E190 Page 1-10
1.14.8 Flight management, Navigation

Operation above 72° 30.0' north latitude and below 59° 30.0' south latitude is
prohibited unless at least one Inertial Reference System (IRS) is verified operational
as a sensor to the FMS.
1.14.8.1 Inertial reference unit (IRU)

IRU alignment must not be attempted at latitudes greater than 78 degrees, 15
minutes.
1.14.8.2 QFE selection

When the altimeter is adjusted to display height above the ground (QFE) rather than
sea level, VNAV should not be used.
1.14.8.3 FMS speeds

FMS speeds from the FAF onwards are not approved.
1.14.9 Fuel
1.14.9.1 Fuel temperature

The minimum inflight fuel tank temperature is 3°C above the freeze point of the fuel
being used.
The maximum tank fuel temperature at takeoff is 49° C (120° F).
1.14.9.2 Fuel balance

Lateral imbalance between main tanks 1 and 2 must be scheduled to be zero.
Random fuel imbalance must not exceed 360 kgs for taxi, takeoff, flight or landing.
1.14.9.3 Approved fuel

The following fuels and mixtures thereof are approved for use:
Fuel type Freezing point
Jet A -40°C
Jet A1 -47°C
JP-8 -47°C
The use of JP-4 and Jet B fuels is prohibited
1.14.9.4 Crossfeed Operations

The XFEED Selector must be set to OFF during takeoff and landing.
1.14.10 Landing gear
Towing operations without the use of a tow bar is restricted to tow vehicles that are
designed and operated to preclude damage to the airplane steering system or which
provide a reliable and unmistakable warning when damage to the steering system
may have occurred.
Non–AFM Operational Information

information.
# Do not takeoff with brake temperature indicators in the amber range.
# Do not apply brakes until after touchdown.
1.14.11 Warning systems
1.14.11.1 EGPWS – Look-ahead terrain alerting

Do not use the terrain display for navigation.
The use of predictive EGPWS functions are prohibited within 15 NM of takeoff,

approach or landing at an airport or runway not contained in the EGPWS terrain
database. Push out the GND PROX TERR INHIB button to inhibit nuisance warnings.
To verify if airports and runways are contained in the installed EGPWS database, the
following procedure is established:
• All airports contained in the route manuals are normally in the EGPWS
database
• If it is not the case, the flight crew will be warned by a message on the flight
envelope.
1.14.11.2 TCAS
Pilots are authorized to deviate from their current ATC clearance to the extent
necessary to comply with a TCAS resolution advisory. Evasive maneuvers must not
be based solely on information from the traffic display or traffic advisory (TA) without
visually sighting the traffic. (Refer to FCOM Volume 2 for additional information).
E-JET E190 Page 2-1
NORMAL PROCEDURES 28 Apr 2014
Introduction Version 4.0
2. Normal procedures
2.1 Introduction
2.1.1 General
This chapter gives:
• An introduction to the normal procedures philosophy and assumptions.
• Step by step normal procedures.
2.1.2 Normal procedures philosophy and assumptions

Normal procedures verify for each phase of flight that:
• The airplane condition is satisfactory
• The flight deck configuration is correct
Normal procedures are done on each flight. Supplementary procedures are done as
needed, for example the adverse weather procedures. (Refer to FCOM Volume 1,
Chapter SP, Supplementary Procedures, for additional information.)
Normal procedures are written for a trained flight crew and assume:
• All systems operate normally
• The full use of all automated features (LNAV, VNAV, autoland, autopilot, and
autothrottle)This does not preclude the possibility of manual flight for pilot
proficiency where allowed.
Normal procedures also assume coordination with the ground crew before:
• Hydraulic system pressurization, or
• Flight control surface movement, or
• Airplane movement
Normal procedures do not include steps for flight deck lighting and crew comfort
items.
Normal procedures are done by memory and scan flow. The panel illustration in this
section shows the scan flow. The scan flow sequence may be changed as needed.
2.1.3 Configuration check

It is the crew member’s responsibility to verify correct system response. Before
engine start, use lights or indications to verify each system's condition or
configuration.
If there is an incorrect configuration or response:

E-JET E190 Page 2-2
• Verify that the system controls are set correctly

• Check the respective circuit breaker as needed. Maintenance must first
determine that it is safe to reset a tripped circuit breaker on the ground
• Test the respective system light as needed
Before engine start, use EICAS to verify the system status. If an improper condition is
indicated:
• Check the Minimum Equipment List (MEL-DDPM) to decide if the condition has
a dispatch effect
• Decide if maintenance is needed
If, during or after engine start, a red warning or amber caution light illuminates:
• Do the respective non-normal checklist (NNC)
• On the ground, check the MEL-DDPM
After engine start, the master caution/EICAS system alerts the crew to warnings or
cautions away from the normal field of view.
2.1.4 Crew duties

Preflight and postflight crew duties are divided between the captain and first officer.
Phase of flight duties are divided between the Pilot Flying (PF) and the Pilot
Monitoring (PM).
Each crewmember is responsible for moving the controls and switches in their area
of responsibility:
• The phase of flight areas of responsibility for both normal and non-normal
procedures are shown in the Area of Responsibility illustrations in this section.
Typical panel locations are shown.
• The preflight and postflight areas of responsibility are defined by the “Preflight
Procedure - Captain” and “Preflight Procedure - First Officer”
The captain may direct actions outside of the crewmember’s area of responsibility.
The general PF phase of flight responsibilities are:

• Taxiing
• Flight path and airspeed control
• Airplane configuration
• Navigation
The general PM phase of flight responsibilities are:

• Checklist reading
• Communications
• Tasks asked for by the PF
• Monitoring taxiing, flight path, airspeed, airplane configuration, and navigation
E-JET E190 Page 2-3
PF and PM duties may change during a flight. For example, the captain is the PF
during taxi but could be the PM during takeoff through landing.
Normal procedures show who does a step by crew position (C, F/O, PF, or PM):
• In the procedure title, or
• In the far right column, or
• In the column heading of a table
The guidance panel is the PF’s responsibility. When flying manually, the PF directs
the PM to make the changes on the guidance panel.
The captain is the final authority for all tasks directed and done.
2.1.5 Multifunction Control display unit (MCDU)

procedures
Before taxi, the captain or first officer may make MCDU entries. The other pilot must
verify the entries.
Make MCDU entries before taxi or when stopped, when possible. If MCDU entries
must be made during taxi, the PM makes the entries. The PF must verify the entries
before they are executed.
In flight, the PM usually makes the MCDU entries. The PF may also make simple,
MCDU entries when the workload allows. The pilot making the entries executes the
change only after the other pilot verifies the entries.
During high workload times, for example departure or arrival, try to reduce the need
for MCDU entries. Do this by using the GP heading, altitude, and speed control
modes. The GP can be easier to use than entering complex route modifications into
the MCDU.
2.1.6 Autopilot flight control system (AFCS) procedures

The crew must always monitor:
• Airplane course
• Vertical path
• Speed
When selecting a value on the GP, verify that the respective value changes on the
flight instruments, as applicable.
The crew must verify manually selected or automatic AFCS changes. Use the FMA to
verify mode changes for the:
• Autopilot
• Flight director
• Autothrottle
E-JET E190 Page 2-4
During LNAV and VNAV operations, verify all changes to the airplane’s:
• Course
• Vertical path
• Thrust
• Speed
Announcing changes on the FMA when they occur is a good CRM practice.
2.1.7 Preflight and postflight scan flow

The scan flow and areas of responsibility diagrams shown below are representative
and may not match the configuration(s) of your airplanes.
The scan flow diagram provides general guidance on the order each flight crew
member should follow when doing the preflight and postflight procedures.
Specific guidance on the items to be checked is detailed in the amplified Normal
Procedures. For example, preflight procedure details are in the Preflight Procedure -
Captain and Preflight Procedure - First Officer.
E-JET E190 Page 2-5
2.1.8 Areas of responsibility – Pilot monitoring versus

pilot flying in flight or during taxiing
PF
PM
Unshaded areas are under the responsibility of the pilot seated on the respective
side.
2.1.9 Briefings
Pilot flying should ensure that briefings effectively communicate his/her intentions to
other Flight Crew Members. It will rarely be required to brief Normal Procedures.
Emphasis on the potential ‘threats and errors’ and strategies to mitigate them, in both
normal and non-normal situations, will have a much greater relevance. Upon
completion of a briefing all Flight Crew Members should have an understanding of
how identified threats will be managed. Briefings should be interactive and engaging.
E-JET E190 Page 2-6
Pilot flying should brief from the relevant chart(s) whilst pilot monitoring verifies the
planned routing on the MCDU and map/plan view on the MFD.
The takeoff briefing should be accomplished as soon as practical so it does not

interfere with the final takeoff preparations.
Briefings should cover the following points:

• Airplane Status
• Weather
• NOTAMS
• Fuel
• Taxi and Takeoff (routing, altitudes, NAV RAD, terrain clearance); or
• Approach (routing, altitudes, NAV RAD, terrain clearance, flaps configuration,
landing performance)
• Non-Normals
• Threats and Errors
Briefings on subsequent sectors need only cover the points that are different or
require re-emphasis.
2.1.10 Callouts
Pilot monitoring makes callouts based on instrument indications or observations for
the appropriate condition. Pilot flying should verify the condition/location from the
flight instruments and acknowledge by calling “check”. If pilot monitoring does not
make the required callout, pilot flying should make it.
Pilot monitoring calls out significant deviations from command airspeed or flight path.
Either FCM should call out any abnormal indications of the flight instruments (flags,
loss of deviation pointers, etc.).
Callout (Pilot Response (Pilot

Condition / Location monitoring otherwise flying unless
noted) otherwise noted)
Any time control of the airplane is PF: “YOU HAVE PM: “I HAVE
being handed over CONTROL” CONTROL”.
After takeoff thrust is set “THRUST SET”
At 80 knots “80 KNOTS” “CHECK”
At V1 “V1”
At VR “ROTATE”
Positive rate of climb is indicated “POSITIVE RATE” “GEAR UP”

E-JET E190 Page 2-7
Callout (Pilot Response (Pilot

Condition / Location monitoring otherwise flying unless
noted) otherwise noted)
on the altimeter
Flap retraction PF: “FLAPS____”
PF may request PM to engage PF: “ENGAGE

the autopilot AUTOPILOT”
When in receipt of a new altitude FCM setting the Other FCM: “CHECK”
or flight level clearance Guidance panel
altitude:
Note: The new setting should be “____FT/FL____ SET”
verified on the PFD.
When initially cleared to a flight “SET STANDARD”

level.
“STANDARD, FLIGHT
LEVEL____”
“STANDARD, FLIGHT
LEVEL____”
One thousand feet. above / below “1000 FEET TO “CHECK”

assigned altitude / flight level LEVEL OFF”
E-JET E190 Page 2-8
Response (Pilot
Call (Pilot monitoring
Condition / Location flying unless
otherwise noted)
otherwise noted)
When an altitude is first set on “SET QNH”
the Guidance panel.
“QNH____,
____FEET”
“QNH____,
____FEET”
10000 feet MSL / FL100 “10000 FEET / “CHECK”

descending FLIGHT LEVEL 100”
ILS, GLS or LOC approach: “LOCALIZER ALIVE” “CHECK”

Localizer alive
First positive inward motion of “COURSE ALIVE” “CHECK”

VOR course deviation indication
Flap extension PF: “FLAPS____”
Gear extension PF: GEAR DOWN”
ILS or GLS approach: glideslope “GLIDESLOPE ALIVE” “CHECK”

alive
Instrument approach using IAN, “APPROACHING “CHECK”

VNAV, V/S or FPA GLIDE PATH”
2500 feet radio height AUTO: “TWENTY “CHECK”

FIVE HUNDRED”
Final approach fix inbound “OUTER MARKER / “CHECK”

FIX, ____FEET
(charted altitude)
1000 feet radio height AUTO: “ONE “CHECK”

THOUSAND”
If PF establishes, and will be able PF: “VISUAL” (1)

to maintain, the required visual
reference with the landing runway
E-JET E190 Page 2-9
Response (Pilot
otherwise noted)
otherwise noted)
All approaches except automatic “FIVE HUNDRED”, “CHECK”
ILS / GLS approaches: 500 feet “STABLE”
(barometric) above touchdown
“FIVE HUNDRED”, “GO AROUND”
“GO AROUND”
ILS or GLS approach, autoland: “FIVE HUNDRED”, “CHECK“

500 feet (barometric) above “AUTOLAND 1”
touchdown
“STABLE”
“FIVE HUNDRED”, “GO AROUND“

“AUTOLAND 1” or
“NO AUTOLAND”
“GO AROUND”
500 feet radio height when no AUTO: “FIVE

valid ILS or GLS glideslope signal HUNDRED”
received
80 feet above DA(H) / MDA AUTO: “CHECK”

“APPROACHING
MINIMUMS”
When required visual reference “LIGHTS (or

achieved (may be called RUNWAY) AHEAD /
coincident with the Minimums LEFT / RIGHT”
callout)
At DA(H) / MDA – Suitable visual AUTO: “MINIMUMS” “CONTINUE”

reference established, i.e., PM
calls visual cues
At DA(H) / MDA – Suitable visual AUTO: “MINIMUMS” “GO AROUND”

reference not established, i.e.,
PM does not call any visual cue
Response (Pilot
otherwise noted)
otherwise noted)
Below DA(H) / MDA – Suitable “THRESHOLD /
visual reference established RUNWAY
TOUCHDOWN ZONE”
Below DA(H) / MDA – Suitable PF: “LANDING”

visual reference established
Below DA(H) / MDA – Suitable PF: “GO AROUND”

visual reference not established,
i.e., PM does not call any visual
cue
Following the call “GO PF: “FLAPS___”

AROUND”, when flap retraction is
needed
Prior to disengaging autopilot PF: “MANUAL

FLIGHT”
Prior to disengaging autothrottles PF: “MANUAL

THRUST”
Note:
(1) The callout “VISUAL” may be made at any time during the approach and prior
receiving landing clearance, when PF has acquired the required visual
reference and intends to continue the approach to a landing. All further
callouts may be omitted and the auto minimums callouts cancelled, however,
the callout “FIVE HUNDRED, STABLE” or “FIVE HUNDRED, GO AROUND”
must be made. If the auto minimums callouts occurs, they must be responded
to.
FMA changes should be called out by the pilot monitoring and verified and
acknowledged (“Check”) by the pilot flying, except that normal FMA changes should
not be called out:
• During takeoff until above 400ft RA
• During landing below 400ft RA
• During go around until above 400ft RA and after the landing gear has been
selected up.
Note: Missing or erroneous FMA changes should be called out by pilot monitoring
and verified and acknowledged by pilot flying.
Amplified procedures Version 4.0
2.2 Amplified procedures
2.2.1 Power up /Preliminary pre-flight procedure –

Captain or First Officer
The First Officer normally does this procedure.
ELECTRIC Panel .............................................................................................. SET

IDG 1 Selector - AUTO
AC BUS TIES Selector - AUTO
GPU Button - PUSHED OUT
APU GEN Button - PUSHED IN
TRU 1 - AUTO
TRU ESS - AUTO
TRU 2 - AUTO
DC BUS TIES - AUTO
Battery 1 Selector - OFF
Battery 2 Selector - OFF
FUEL Panel ................................................................................................. CHECK

Verify all fuel pump knobs in AUTO position and XFEED OFF.
WINDSHIELD WIPER Selectors ....................................................................... OFF

................................................................................................................................
HYDRAULIC Panel ..................................................................................... CHECK
SYS 1 ENG PUMP SHUTOFF Button - PUSHED OUT
PTU Selector - AUTO
SYS 2 ENG PUMP SHUTOFF Button - PUSHED OUT
SYS 1 and 2 ELEC PUMP Selectors - AUTO
SYS 3 ELEC PUMP A - OFF
SYS 3 ELEC PUMP B - AUTO
AIR COND/PNEUMATIC Panel .................................................................. CHECK

Verify all buttons pushed in.
PASSENGER OXYGEN Panel ................................................................... CHECK

Verify Masks Deploy Selector Knob in AUTO.
ELT................................................................................................................... ARM
Landing Gear Lever ..................................................................................... DOWN
START/STOP Selectors ................................................................................. STOP

Speed Brake Lever ................................................................................... CLOSED
RAT Manual Deploy ................................................................................ STOWED
SLAT/FLAP Lever ..................................................................... VERIFY POSITION

Verify and make sure that the actual SLAT/FLAP lever position agrees with
the surface position.
Circuit Breakers ........................................................................................... CHECK

Verify both sidewall panels to ensure agreement with maintenance status.
CAUTION: Ensure the airplane is not moved before the IESS is initialized.
Battery 1 ............................................................................................................. ON
Battery 2 ......................................................................................................... AUTO
CAUTION: Verify that only displays 2 and 3 are available. If more than displays
2 and 3 are available, the airplane must not be dispatched.
Batteries Voltage ......................................................................................... CHECK

Verify batteries voltage at or above 22.5 V.
If batteries voltage is between 21 V and 22.5 V recharge the batteries prior
to takeoff, through any AC source (including engines during taxi) for:
− 30 minutes if batteries temperature is at or above 0°C or;
− 35 minutes if batteries temperature is at or above -5°C and
below 0°C or;
− 40 minutes if batteries temperature is at or above -10°C and
below -5°C or;
− 50 minutes if batteries temperature is below -10°C;
If batteries voltage is below 21 V, report to maintenance.
Note: Minimize the time the airplane is left with batteries as the unique power
source, to avoid discharging.
Proceed only when no more messages are added on EICAS.
GPU Button (if applicable) .................................................................... PUSHED IN

Verify AVAIL light illuminated before pushing in. When GPU is not available, or
is not necessary, maintain GPU Button pushed out.
Note: - The Electrical PBIT is automatically performed after the airplane is powered
by any AC source and takes about 3 minutes to complete. The Electrical
PBIT will be interrupted if any electric hydraulic pump is running, the
FLIGHT CONTROLS MODE Panel switches are cycled or if AC power is

interrupted while the test is running.
- A FLT CTRL TEST IN PROG Status message is displayed to inform the
pilot that the Electrical PBIT is in progress.
- If the displays 2 and/or 4 are configured as PFD, set the respective
reversionary panel selector knob to MFD, then to AUTO. After 8 seconds,
the affected display configuration will return to MFD.
FIRE EXTINGUISHER Panel ...................................................................... CHECK

Verify there are no fire protection fail messages displayed on the EICAS after
Power Up.
Press and hold the TEST button and observe the following EICAS messages,
lights and warnings:
Aural warning.
Fire handles illuminated.
CARGO SMOKE FWD/AFT buttons illuminated.
APU button illuminated.
Upper half of the APU Emergency Stop Button illuminated.
WARNING lights flashing.
“CARGO FWD (AFT) SMOKE” EICAS message.
“APU FIRE” EICAS message.
“ENG 1 (2) FIRE” EICAS message.
“FIRE” warning annunciation displayed inside ITT indicators.
APU (if applicable)........................................................................................ START

Start APU if GPU is not available otherwise comply with OM A.
If APU has to be started and external airconditioning is connected, push both
pack switches out before APU start.
Note: It is recommended to wait 40 sec. after EICAS is energized before APU is

started. If not, an APU FAIL CAS message can be generated.
Only after the electrical PBIT is completed and if the FTL CTRL BIT EXPIRED EICAS
message is displayed, perform the hydraulic panel checks:
Do not move any flight control surface.
SYS 1 and 2 ELEC Pumps – ON
SYS 3 ELEC PUMP A – ON
Wait 1 minute. At this point the FTL CTRL BIT EXPIRED EICAS should
extinguish.
SYS 1 and 2 ELEC Pumps – AUTO
SYS 3 ELEC PUMP A – OFF
Verify that the following are sufficient for flight:

• oxygen pressure
• hydraulic quantity
• engine oil quantity
Do the remaining actions after a crew change or maintenance action:

Maintenance documents ................................................................................ Check
FLIGHT DECK ACCESS SYSTEM switch ........................................................ OFF

Perform an operational check once each flight day.
− Close the cockpit door;
− Press and hold the TEST button;
− Check DING-DONG alarm and LOCK, INHIB and UNLOCKED
indication ON;
− Push in the LOCK button and check the electromechanical latch
normal operation, verify door is locked;
− Push out the LOCK button
Cockpit Emergency Equipment ...................................................................... Check

Fire extinguisher – Checked and stowed
Crash axe – Stowed
Escape ropes – Stowed
Other equipment (Refer to SEP) – Checked and stowed
DVDR CONTROL Panel ............................................................................ CHECK.
Universal DVDR: Press and hold TEST for two seconds. Verify no fail
messages displayed on EICAS and observe the following test result:
The FDR 1 and CVR 1 PASS/FAIL lights flash during ten seconds.
After ten seconds the FDR 1 and CVR 1 PASS/FAIL lights illuminate
steady in green, indicating the completion of a successful test.
After the DVDR 1 test finishes, the DVDR 2 test will automatically start.
Verify the following test result:
The FDR 2 and CVR 2 PASS/FAIL lights flash during ten seconds.
After ten seconds the FDR 2 and CVR 2 PASS/FAIL lights illuminate
steady in green, indicating the completion of a successful test.
If a failure is found, the corresponding FDR/CVR fail light indicator will

illuminate steady in amber.
Passenger Oxygen panel ................................................................................... Set

Note: MASK DEPLOY selector activation causes deployment of the
passenger oxygen masks.
MASK DEPLOY selector– AUTO
Verify that the MASK DEPLOYED light is extinguished.
EICAS Messages .................................................................. .CHECK DISPLAYED
ELT................................................................................................................... ARM
Verify that the ELT light is extinguished.
Electronic CBs ............................................................................................. CHECK

Select CB OUT/LOCK page on MCDU and check the CBs
status to ensure agreement with maintenance status.
If the NEW TRIP prompt is displayed on the MCDU press it to
check the electronic CBs status.
Circuit breakers .............................................................................................. Check

Verify both sidewall panels to ensure agreement with maintenance
status.
2.2.2 MCDU Preflight procedure – Captain and First

officer
Start the MCDU Preflight Procedure anytime after the Preliminary Preflight
Procedure. The Initial Data and Navigation Data entries must be complete before the
flight instrument check during the Preflight Procedure. The Performance Data entries
must be complete before the Before Start Checklist.
The Captain or First Officer may make MCDU entries. The other pilot must verify the
entries.
Failure to enter enroute winds can result in flight plan time and fuel burn errors
Select on side FMS on the display control panel
Initial
Data.................................................................................................................... Set
NAV IDENT
Verify that the navigation database ACTIVE date range is current (depicted in
green).
POS INIT page.

Compare GPS position with the REF WPT (minor difference) and load GPS
position
Navigation
Data.................................................................................................................... Set
RTE page
Verify the ORIGIN.
Enter destination.
Enter the route.(Request FPL via ACARS if applicable)

Enter call sign and flight ID (ATC)
Activate the route
DEPARTURES page:
Select the runway and departure routing.
Activate the runway and departure routing.
Close the flight plan by either entering direct to destination or selecting an arrival
routing and runway.
Caution: DO NOT enter an alternate airport as this will invalidate FMS reserve
messages.
Scroll on the MFD using the inner knob, close discontinuities if applicable
Verify that the route is correct on the RTE page. Check the FPL pages as
needed to ensure compliance with the flight plan.
Performance
Data.................................................................................................................... Set
PERF INIT page 1/3:
Keep FULL PERF
Insert/verify planned speeds to be used
Standard climb speed is 270/M.73.

Standard descent profile is 280/M.76/3,5°.
- In case of tailwind during descent subtract 0,1° to the standard 3,5° per average
10kts.
- In case of headwind during descent add 0,1° to the standard 3,5° per average
10kts
Cruise profile:
- With wind component of 0kts, tailwind and up to 9kts of headwind: use M.77 as
cruise mach number.
- With a headwind component of 10kts or more: use M.78 as cruise mach number.
Note: Lower cruise mach number by 0.01 per 2000ft below max flight level based on the
mach numbers as above.
PERF INIT page 2/3:

Leave step increment at 0
Insert MCDU fuel reserve
Insert taxi out and in fuel (100/0) in TO/LDG FUEL
Enter contingency fuel
PERF INIT page 3/3:

Insert transition altitude
Insert initial cruise altitude

Insert ISA deviation
Insert average wind at FL
Insert EZFW (AZFW if already known)
Verify that the FUEL on the MCDU, the dispatch papers, and the fuel quantity
indicator agree.
Verify that the fuel is sufficient for flight.
Verify that the GW on the MCDU and the dispatch papers agree.
PERF DATA page

Check weights
TAKE OFF page 1/3

Do not change OAT
Enter surface wind
Do not enter altimeter setting, use BARO SET knob instead
TAKE OFF page 2/3

Select take off flaps setting
Note: the following items can be postponed till the loadsheet has been received
TAKE OFF page 3/3

Enter speeds: V1, VR, V2, Vfs
Check pitch for take off
LANDING page
To prepare for an air turn back enter the landing speeds for the actual weight.
Use speeds for flaps FULL as this is the QRH reference speed for all NNC but
leave Vap blank.
TRS page
Do not select DERATE.
Verify ATTCS ON
REF ECS OFF
REF A/I as required
Enter OAT at T/O TEMP
FLEX TO : ON
Set the assumed temperature with the rotary knob
Verify indications on EICAS.

2.2.3 Exterior inspection

Before each flight the Captain, First Officer, or maintenance crew must verify that the
airplane is satisfactory for flight.
Items at each location may be checked in any sequence.
Use the detailed inspection route below to check that:

• The surfaces and structures are clear, not damaged, not missing parts and
there are no fluid leaks
• The tires are not too worn, not damaged, and there is no tread separation.
• The gear struts are not fully compressed
• The engine inlets and tailpipes are clear, the access panels are secured, the
exterior, including the bottom of the nacelles, is not damaged, and the
reversers are stowed
• The doors and access panels that are not in use are latched
• The probes, vents, and static ports are clear and not damaged
• The skin area adjacent to the pitot probes and static ports is not wrinkled
• The antennae are not damaged
• The light lenses are clean and not damaged
For cold weather operations see the Supplementary Procedures.
External Lights ................................................................................ AS REQUIRED

If the external lights check was not performed by the maintenance, turn the
external lights ON and check them. Turn the lights OFF immediately after
check.
Emergency/Parking Brake ...................................................................... As needed

Check if there is sufficient hydraulic pressure to activate the Emergency/Parking
Brake to check the Brake Wear Indicators.
Inspection Route
2.2.3.1 Left forward fuselage

FWD Passenger Door ................................................................................. CHECK
External Power Receptacle ................................................................... SECURED
Left Smart Probes/TAT Sensor/Ice Detector ............................................... CHECK

Verify condition with no obstructions, covers or damage.
Protective tape (as installed) ....................................................................... CHECK

Verify no damage to the protective tape around door areas.
2.2.3.2 Nose
Windshield Wipers ...................................................................................... CHECK
Radome .....................................................................CONDITION AND LATCHED
Forward Avionics Compartment ............................................................. SECURED

If not in use, visibly secured.
Lower FWD Antenna ............................................................................ CONDITION

Undamaged.
2.2.3.3 Nose wheel well

Wheels and Tires ................................................................................. CONDITION
Up Lock Hook ....................................................................................... UNLOCKED
Strut/Wheel Well/Doors ............................................ CONDITION AND NO LEAKS
Ground Locking Pin ................................................................................ REMOVED
Landing and Taxi Lights ....................................................................... CONDITION

Clean and undamaged
2.2.3.4 Right fwd fuselage

Right Smart Probes/TAT Sensor/Ice Detector ............................................. CHECK
Verify condition with no obstructions, covers or damage.
RAT Safety Lock Pin .............................................................................. REMOVED
FWD Service Door ...................................................................................... CHECK

Oxygen Discharge Indicator ..............................................................GREEN DISC
FWD Cargo Door ........................................................................................ CHECK

2.2.3.5 Lower center fuselage

Lower FWD Antennas/Fwd Drain Mast ................................................ CONDITION
Undamaged.
Lower Red Beacon Light ...................................................................... CONDITION

Clean and undamaged.
2.2.3.6 Right center wing

Wing Inspection Landing and Taxi Lights ............................................. CONDITION
Right Ram Air Inlet .................................................................. NO OBSTRUCTION

No obstruction or damage.
Air Inlets and Outlets ............................................................... NO OBSTRUCTION

Collector Tank Water Drain Valve Door ................................................. SECURED

Wing Tank Water Drain Valve ................................. CONDITION AND NO LEAKS
Magnetic Level Indicators .......................................... PUSHED IN AND NO LEAKS

Verify RH1 and RH2 Magnetic Level Indicators.
Pylon .................................................................................................... CONDITION
2.2.3.7 Engine 2 LH side

Engine Inlet ......................................................................................... CONDITION
Check for foreign objects and leaks inside air inlet. Ensure that there is no
damage to the T12 Sensor and that the FADEC Cooling Inlet is clear. Check
that only 3 screws on the spinner, equally separated, are not installed.
Fan Blades .................................................................................................. CHECK

Check for damaged Fan Blades and ensure Fan is free to rotate.
Check for damages on spinner.
LH Nacelle Strake ................................................................................ CONDITION
Anti-ice Pressure Relief Door .......................................... CLOSED AND LATCHED
LH Fan Cowl Doors ....................................................CONDITION AND LATCHED
LH Thrust Reverser ....................................................CONDITION AND LATCHED
Core Pressure Relief Door ........................................................................ CLOSED
Turbine Exhaust ............................................................... CLEAR AND NO LEAKS

Note: After engine shutdown the scavenge system is no longer effective.
A small amount of oil may leak through the aft sump drain and pool
in the engine chevron nozzle. If the puddle size exceeds 9 in x 6 in (229 mm x
152 mm), maintenance should be contacted.
For airplanes equipped with Improved Acoustic Chevron Nozzle (IACN)
installed the puddle should not exceed 7.50 in x 4.5 in (190 mm x 114 mm).
2.2.3.8 Engine 2 RH side

RH Thrust Reverser ...................................................CONDITION AND LATCHED
RH Fan Cowl Doors ...................................................CONDITION AND LATCHED
FADEC Cooling Vent.................................................................................... CLEAR
RH Nacelle Strake ................................................................................ CONDITION
Oil Fill Access Door ................................................................................... CLOSED
2.2.3.9 Right wing leading edge

Wing Leading Edges ............................................................................ CONDITION
Refueling Compartment Door................................................................. SECURED

Verify RH3 Magnetic Level Indicator.
Access Doors and Panels ...................................................................... SECURED
Pressure Relief Valve .................................................................................. CHECK
Wing Vents .............................................................................. NO OBSTRUCTION
Navigation and Strobe Lights ............................................................... CONDITION

2.2.3.10 Right wing trailing edge

Static Dischargers ....................................................... NUMBER AND CONDITION
Verify 3 Static Discharges on the aileron and 6 on the winglet.
Flight Control Surfaces and Fairings .................................................... CONDITION

Surfaces clear and unobstructed.
2.2.3.11 Right landing gear

Right Main Gear .......................................................................................... CHECK
Strut/Wheel Wells ..................................................... CONDITION AND NO LEAKS
Brakes Wear Indicators ............................................................................... CHECK
2.2.3.12 Right aft fuselage

Drain Mast ............................................................................................ CONDITION

AFT Cargo Door .......................................................................................... CHECK

AFT Service Door ........................................................................................ CHECK

Lower AFT Antennas/AFT Drain Mast.................................................. CONDITION

Undamaged.
Battery Air Outlet ..................................................................... NO OBSTRUCTION

2.2.3.13 Tail section

Flight Control Surfaces ......................................................................... CONDITION
Surfaces Clear and Unobstructed.
Empennages Leading Edges ............................................................... CONDITION

Verify 4 Static Dischargers on the rudder, 3 on each elevator, 3 on each
horizontal stabilizer and 1 on vertical stabilizer.
APU ...................................................................................................... CONDITION
2.2.3.14 Left aft fuselage

APU External Power Receptacle ................................................................. CHECK
Overboard Vent ....................................................................... NO OBSTRUCTION

Pressurization Static Port ........................................................ NO OBSTRUCTION

Potable Water Service Panel ................................................................. SECURED

AFT PAX Door............................................................................................. CHECK

Lower AFT Antennas............................................................................ CONDITION

Undamaged.

2.2.3.15 Left landing gear

Left Main Gear............................................................................................. CHECK
Strut/Wheel Wells ..................................................... CONDITION AND NO LEAKS

Brakes Wear Indicators ............................................................................... CHECK
2.2.3.16 Left wing trailing edge

Flight Control Surfaces and Fairings .................................................... CONDITION
Surfaces clear and unobstructed.

Verify 3 static dischargers on the aileron and 6 static dischargers on the winglet.
Navigation, Strobe Lights and Upper red Beacon Lights ...................... CONDITION
Upper Antennas ................................................................................... CONDITION

Undamaged.
2.2.3.17 Left wing leading edge

Wing Vents .............................................................................. NO OBSTRUCTION
Pressure Relief Valve .................................................................................. CHECK
Magnetic Level Indicator ........................................... PUSHED IN AND NO LEAKS

Verify LH3 Magnetic Level Indicator.
2.2.3.18 Engine 1 LH side

Engine Inlet .......................................................................................... CONDITION
Check for foreign objects and leaks inside air inlet. Ensure that there is no
damage to the T12 Sensor and that the FADEC Cooling Inlet is clear. Check
that only 3 screws on the spinner, equally separated, are not installed.
Fan Blades .................................................................................................. CHECK

Check for damaged Fan Blades and ensure Fan is free to rotate.
Check for damages on spinner.
LH Nacelle Strake ................................................................................ CONDITION
Anti-ice Pressure Relief Door .......................................... CLOSED AND LATCHED

LH Fan Cowl Doors ....................................................CONDITION AND LATCHED
LH Thrust Reverser ....................................................CONDITION AND LATCHED
Turbine Exhaust ............................................................... CLEAR AND NO LEAKS

Note: After engine shutdown the scavenge system is no longer effective.
A small amount of oil may leak through the aft sump drain and pool in the
engine chevron nozzle. If the puddle size exceeds 9 in x 6 in (229 mm x 152
mm), maintenance should be contacted. For airplanes equipped with Improved
Acoustic Chevron Nozzle (IACN) installed the puddle should not exceed 7.50 in
x 4.5 in (190 mm x 114 mm).
2.2.3.19 (Improved Acoustic Chevron Nozzle

(IACN) installed) Engine 1 RH side
RH Thrust Reverser ...................................................CONDITION AND LATCHED
RH Fan Cowl Doors ...................................................CONDITION AND LATCHED
FADEC Cooling Vent.................................................................................... CLEAR
RH Nacelle Strake ................................................................................ CONDITION
Oil Fill Access Door ................................................................................... CLOSED
2.2.3.20 Left center wing

Verify LH2 and LH1 Magnetic Level Indicators.
Landing, Taxi and Wing Inspection Lights ............................................ CONDITION

Left Ram Air Inlet..................................................................... NO OBSTRUCTION

Air Inlets and Outlets ............................................................... NO OBSTRUCTION
Wing Tank Water Drain Valve .................................. CONDITION AND NO LEAKS

Collector Tank Water Drain Valve Door ................................................. SECURED

Air Conditioning Connection Access Door................................................... CHECK

2.2.4 Preflight procedure – First officer

The First Officer normally does this procedure. The Captain may do this procedure as
needed.
ELECTRIC Panel .............................................................................................. SET

AC BUS TIES Selector - AUTO
GPU Button - AS REQUIRED
APU GEN Button - PUSHED IN
TRU 1 - AUTO
TRU ESS - AUTO
TRU 2 - AUTO
DC BUS TIES - AUTO
Battery 1 Selector - ON
Battery 2 Selector - AUTO
COCKPIT LIGHTS Panel ................................................................ AS REQUIRED

Adjust MAIN PNL, OVHD PNL and PEDESTAL lights.
Push ANNUCIATORS TEST button and verify all associated lights.
Set DOME light as required.
Engine 1 Fire Handle STOWED
FUEL Panel ................................................................................................. CHECK

FUEL XFEED selector as required.
DC PUMP selector AUTO.
AC PUMP 1 and AC PUMP 2 selectors AUTO.
PASSENGER SIGNS Panel ............................................................................. SET

Emergency lights selector knob ON and verify EMERG LT ON and EMERG LT
NOT ARMED appear on the EICAS.
Emergency lights selector knob ARMED.
STERILE light OFF.
NO SMOKING switch – Set
FASTEN BELTS switch – Set
FIRE EXTINGUISHER Panel ...................................................................... CHECK

CARGO SMOKE FWD/AFT Buttons PUSHED OUT and no lights.
APU fire extinguishing Button PUSHED OUT and no lights.
APU CONTROL Panel .................................................................... AS REQUIRED

Verify EMER STOP button is pushed out and not illuminated.
If the APU is started and the GPU was previously powering the aircraft, push
the GPU button out when “in use” extinguishes to have the GPU power test
available on next GPU connection. If this is forgotten, the GPU power test is
only available after a complete power down of the aircraft
EXTERNAL LIGHTS Panel ............................................................. AS REQUIRED
Engine 2 Fire Handle................................................................................ STOWED
HYDRAULIC Panel ............................................................................. CHECK/SET

Verify ENG PUMP SHUTOFF 1 and 2 Buttons with no lights and guarded.
Verify PTU Selector to AUTO.
Verify the HYDRAULIC SYS 1 and SYS 2 ELEC PUMPs to AUTO.
Verify the HYDRAULIC SYS 3 ELEC PUMP A to OFF.
Verify the HYDRAULIC SYS 3 ELEC PUMP B to AUTO.
PRESSURIZATION Panel................................................................................. SET

CABIN ALT Selector knob STOP.
MODE Selector knob AUTO.
DUMP Button, no lights and guarded.
LFE Selector knob STOP.
WINDSHIELD HEATING buttons ......................................................... PUSHED IN
ICE PROTECTION Panel.................................................................................. SET

ENGINE 1, WING and ENGINE 2 Buttons PUSHED IN.
Mode Selector Knob AUTO.
TEST Selector knob OFF.
AIR COND/PNEUMATIC Panel ........................................................................ SET

COCKPIT and PAX CABIN temperature control as required.
Do not use the ATTND position on the Passenger Cabin Temperature rotating
knob.
RECIRC, PACK 1, PACK 2, XBLEED, BLEED 1, APU BLEED and BLEED 2
buttons pushed in.
PASSENGER OXYGEN Panel ......................................................................... SET

Mask Deploy selector knob AUTO.
MASK DEPLOYED indicator no light.
DISPLAY CONTROLLER Panel........................................................................ SET

Set BARO SET knob – Set local altimeter setting
Push HSI button for Full Compass, ARC or MAP.
Select the FMS or V/L as the primary NAV source (if raw data information is
intended, use preview mode or Bearing pointers).
BRG circle (Ο) to OFF, VOR1, ADF1 or FMS1 as required.
BRG diamond (◊) to OFF, VOR2, ADF2 or FMS2 as required.
Glareshield Lights Control Panel ..................................................... AS REQUIRED
Oxygen Masks & Regulators ............................................................. CHECK/100%

Check masks for supply of oxygen and microphone functionality. Verify also
the observer’s mask.
The MFD STATUS page must be checked and the available oxygen supply
and pressure must be adequate for use.
Carry out the test as follows:
Set the regulator control knob to 100%.
Press and hold the TEST/RESET button.
Verify a short illumination or blink of the flow indicator.
Verify audible oxygen flow in the headset or loudspeakers.
Once the mask fully pressurizes the indicator must go out, showing that
the system is leak free.
Release the TEST/RESET button.
ADS Probe Heaters ..................................................................................... as required
REVERSIONARY PANEL ................................................................................. SET

Displays selector knob in AUTO.
Sensors selectors (ADS/IRS) normal configuration.
Flight Instruments ................................................................................... SET/XCKD

Verify:
Airspeed tapes not showing speed.
Set altimeter setting and cross check it with the field elevation.
EADIs leveled and flag-free.
Initial altitude: as needed.
Altitude tape indications cross-check.
Both VSIs showing zero.
EHSIs with the courses selected according to the intended departure
procedure and NAV source selected.
EHSIs and magnetic compass flag free and showing the same magnetic
heading.
Heading bug set according to the proposed departure procedure.

Weather set on PFD and/or MFDs MAP page as required.
Set the MFDs MAP page menu as required.
TCAS should be always displayed on both MFDs.
STATUS Page ............................................................................................. CHECK

Verify BRAKES EMER ACCU pressure.
F/O should remain on STATUS synoptic page.
Clock ................................................................................................................. SET

Select GPS on the GPS/INT/SET Selector. If the clock displays dashes, adjust
the clock INT position.
Landing Gear Lever...................................................................................... DOWN
LG WRN INHIB Button ................................................................................ CHECK

Verify no striped white bar illuminated.
GND PROX G/S INHIB Button .................................................................... CHECK

Verify no striped white bar illuminated.
EICAS ......................................................................................................... CHECK

Check EICAS messages to ensure agreement with airplane status.
GND PROX FLAP OVRD ............................................................................ CHECK

Verify button pushed out, guarded and no striped white bar
illuminated.
SLAT/FLAP Lever ..................................................................... VERIFY POSITION

Verify and make sure that the actual SLAT/FLAP lever position agrees with the
surface position.
AUDIO CONTROL Panel ................................................................ AS REQUIRED

Select the microphone and audio reception buttons as required and adjust the
volume levels. To avoid background noise do not set the SPKR volume higher
than 55.
TRIM Panel ................................................................................................ CHECK

Verify that PITCH, ROLL, YAW and Backup trims are operating properly both ways
and check that Position Indication on EICAS changes accordingly. Verify system’s 3
second protection is working properly. Adjust YAW and ROLL trims to the neutral
position.
Note: The PITCH TRIM Backup Switch must be checked once a day.
Flight Control DISCONNECT Handles ........................................................ CHECK
Alternate Gear Extension Compartment...................................................... CHECK

Verify the alternate gear extension lever is fully down and the
electrical override switch is in the “NORMAL” position.
Seat ................................................................................................................ Adjust

Adjust the seat for optimum eye reference.
Whenever the seat is adjusted, verify a positive horizontal (fore and aft) seat
lock by pushing against the seat.
Rudder pedals ................................................................................................ Adjust

Adjust the rudder pedals to allow full rudder pedal and brake pedal movement.
Seat belt and shoulder harness ...................................................................... Adjust
Do the PREFLIGHT checklist on the Captain’s command.
2.2.5 Preflight procedure – Captain

The captain normally does this procedure. The first officer may do this procedure if
needed.
Glareshield Lights Control Panel ..................................................... AS REQUIRED
DISPLAY CONTROLLER Panel........................................................................ SET

Set BARO SET knob – Set local altimeter setting.
Select the FMS as the primary NAV source (if raw data information is
intended, use preview mode or Bearing pointers).
Push HSI button for Full Compass, ARC or MAP.
Oxygen Masks & Regulators ............................................................ CHECK/100%

Check masks for supply of oxygen and microphone functionality. Verify also
the observer’s mask.
The MFD STATUS page must be checked and the available oxygen supply
and pressure must be adequate for use.
Carry out the test as follows:
Set the regulator control knob to 100%.
Press and hold the TEST/RESET button.
Verify a short illumination or blink of the flow indicator.
Verify audible oxygen flow in the headset or loudspeakers.
Once the mask fully pressurizes the indicator must go out, showing that
the system is leak free.
Release the TEST/RESET button.
REVERSIONARY PANEL ................................................................................. SET

Displays selector knob in AUTO.
Sensors selectors (ADS/IRS) normal configuration.
Flight Instruments ................................................................................... SET/XCKD

Verify:
Airspeed tapes not showing speed.
Set altimeter setting and cross check it with the field elevation.
EADIs leveled and flag-free.
Initial assigned altitude: as needed.
Altitude tape indications cross-check.
Both VSIs showing zero.
EHSIs with the courses selected according to the intended departure
procedure and NAV source selected.
EHSIs and magnetic compass flag free and showing the same magnetic
heading.
Heading bug set according to the proposed departure procedure.
Check IESS and adjust the altimeter setting.
Weather set on PFD and/or MFDs MAP page as required.
Set the MFDs MAP page menu as required.
TCAS should be always displayed on both MFDs.
AUTOBRAKE ................................................................................................... RTO
GND PROX TERR INHIB Button................................................................. CHECK

Verify button pushed out and no striped white bar illuminated.
FLIGHT CONTROLS MODE Panel ............................................................. CHECK

Verify ELEVATORS, RUDDER and SPOILER Buttons guarded and no striped
white bar illuminated.
SHAKER 1 and 2 CUTOUT Buttons............................................................ CHECK

Verify the SHAKER 1 CUTOUT and SHAKER 2 CUTOUT buttons pushed out
and no striped white bars illuminated.
START/STOP Selectors ................................................................................. STOP
IGNITION Selector Knobs .............................................................................. AUTO
Speed Brake Lever.................................................................................... CLOSED
Thrust Levers ................................................................................................... IDLE
EICAS FULL ................................................................................................ CHECK

Verify the EICAS Full button in the desired position.
RAT Manual Deploy ................................................................................. STOWED
Emergency/Parking brake .................................................................................. Set

Note: Do not assume that the parking brake will prevent airplane movement.
Accumulator pressure can be insufficient.
AUDIO CONTROL Panel ................................................................ AS REQUIRED

Select the microphone and audio reception buttons as required and adjust the
volume levels. To avoid background noise do not set the SPKR volume higher
than 55.
PITCH TRIM.....................................................................................................CHECK
Verify that PITCH trim is operating properly both ways and check that Position
Indication on EICAS changes accordingly. Verify system’s 3 second protection
is working properly.
Seat ................................................................................................................ Adjust

Adjust the seat for optimum eye reference.
Whenever the seat is adjusted, verify a positive horizontal (fore and aft) seat
lock by pushing against the seat.
Rudder pedals ................................................................................................ Adjust

Adjust the rudder pedals to allow full rudder pedal and brake pedal movement.
Seat belt and shoulder harness ...................................................................... Adjust
Call “PREFLIGHT CHECKLIST”
2.2.6 Before start procedure

Start the Before Start Procedure after papers are on board.
Captain First Officer

Check the loadsheet and ensure that it accurately reflects the actual loading.
Call out:
• Actual ZFW Record actual ZFW on OFP and
crosscheck against planned ZFW.
Enter actual ZFW in MCDU PERF INIT
page 1/3
Call out PERFORMANCE INIT 3/3 GW
minus taxi fuel as gross error check
against loadsheet TOW.
• Actual TOW (check for gross Record actual TOW on OFP.

error)
Captain First Officer
• MACTOW Record actual TOW on OFP.
Verify MCDU entries
Record TO CG on the OFP.

CAUTION: Do not enter the weights in Tons, instead use the actual weight in Kgs,
rounded to the higher 100Kgs.
For TOperf calculation, agree airport, runway, takeoff weight, thrust,

configuration and other assumptions Complete takeoff calculation independently
using the latest airport information.
When both pilots have completed the Verify TOperf results.

calculation, call out:
• Runway/Intersection Verify the stab trim setting on the quick
• EFP access card and record it on the OFP.
• Takeoff Weight
• V speeds
• Flap setting
• Acceleration height
• Thrust setting
• Max assumed temperature
Verify MCDU entries.
Crosscheck the stab trim setting on the

quick access card.
Enter TOperf results on the:
• TAKE OFF page 2/3: select
takeoff flap setting
• TAKEOFF page 3/3: enter V
speeds
• TRS page: Do not select
DERATE. Select ECS, A/I and
FLEX TO as needed. Set the
assumed temperature.
Select TAKE OFF pages 2/3, 3/3 and Verify entered takeoff data agrees with
TRS page, call out and verify entered TOperf results.
TOperf takeoff data. Select ENTER on TRS page.
Verify SPEED LIMIT 1000 FT and 15 NM Select DEPARTURE SPEED page and
for standard noise abatement (NADP2). enter SPEED LIMIT values.
When NADP1 is required, set 3000 FT
and 15 NM.
Do the MCDU Preflight Procedure – Performance Data steps before completing

this procedure.
N1 bugs .......................................................................................... Check C, F/O

Verify that the N1 reference bugs are correct.
VSPEED READOUTS AND BUGS ............................................. Check C, F/O
SPEED Selector Knob..................................................................... SET C

At pilot’s discretion set the SPEED Selector knob to FMS or MANUAL.
IF FMS, set the departure speed on the DEP/APP speeds page on the MCDU.
If MANUAL, set V2 +10 in the speed window.
GP ................................................................................................... SET C
Arm LNAV as needed
Do not arm VNAV
Initial heading – Set
Initial altitude – Set
Verify SOURCE selected on PF side.
TOGA Button ............................................................................... PRESS C

Verify that the pitch cross bar on PFD agrees with the pitch indicated on PERF
INIT page on MCDU.
Taxi and Takeoff briefings ........................................................ Complete C, F/O

The pilot who will do the takeoff does the taxi and takeoff briefings
Flight deck door .......................................................... Closed and locked F/O

Verify that the unlocked ON light is extinguished
Exterior doors ...................................................................... Verify closed F/O
Flight deck windows ................................................... Closed and locked C, F/O
Start clearance .............................................................................. Obtain C, F/O

Obtain a clearance to pressurize the hydraulic systems.
Obtain a clearance to start the engines.
If communication with ground crew can not be established, it is considered safe

to power the hydraulic systems when the steering disengage button set to
disengage was observed during the exterior inspection or if the STATUS
message STEER OFF is displayed on EICAS if pushback is needed, and all
personnel are clear of flight controls and flaps.
If pushback is needed:
Steering Disengage Switch ......................................................... PRESS C
Verify the STEER OFF message displayed on the EICAS.
Electric Hydraulic Pump 3A ................................................................ ON F/O
Red beacon ........................................................................................ ON F/O
TRIM Panel ............................................................ __SET/ZERO/ZERO C

Verify YAW and ROLL trims are in the neutral position and set PITCH trim
according loadsheet.
MFD ................................................................................................... Set C, F/O

Captain selects FLIGHT CONTROLS page, F/O selects STATUS page.
Call “BEFORE START CHECKLIST.” C
Do the BEFORE START checklist. F/O
2.2.7 Pushback or towing procedure

The Engine Start procedure may be done during pushback or towing.
Ground handling personnel ............................... Establish communications C
Verify the STEER OFF message is displayed on the EICAS. ................................ C
CAUTION: Do not hold or turn the nose wheel steering wheel during
pushback or towing.
CAUTION: Do not use airplane brakes to stop the airplane during pushback
or towing. This can damage the nose gear or the tow bar.
Transponder ............................................................................ As needed F/O

At airports where ground tracking is not available, select standby (STBY). At
airports equipped to track airplanes on the ground, select an active
transponder setting (ALT ON), but not a TCAS mode.
Parking brake .................................................................... Set or release C or F/O

Set or release as directed by ground handling personnel.
When pushback or towing is complete:

Tow bar.............................................................. Verify not connected.......... C
Steering disengage button………………………Verify set to engage ............ C
Note: If the pushback speed is higher than 5 kt and either Hydraulic System 1 or 2 is
depressurized, the Autobrake will be automatically disarmed and EICAS messages
BRK LH (RH) FAULT or BRK LH (RH) FAIL will be displayed until the wheel speed is
reduced to less than 5 kt or the referred Hydraulic Systems are pressurized.

Autobrake can be rearmed after the push back.
Pushback with powerpush

Start engine 2 before the pushback and start engine 1 after the powerpush is
removed.
Without APU, start engine 1 with powerpush connected but before the pushback,
crossbleed start engine 2 after the powerpush is disconnected.
In case of a serious problem during the pushback with a powerpush, the CPT orders
the ground engineer to stop the aircraft and to remove the powerpush. The CPT sets
the parking brake and only orders an evacuation after the powerpush is ordered to be
removed.
Note: Braking of airplane during the towing operation is prohibited unless in

emergency situations.
Prior to push:
Electric Hydraulic Pumps Sys 1 and 2 ON
Emergency/Parking Brake CHECK/SET
Check if emergency/parking brake accumulator is pressurized. Pull
the emergency/parking brake handle and check if emergency/parking
brake light is ON.
Slat/Flap Check
Make sure that flaps are not set more than number 2 position.
Request to attach the powerpush. GRD

Start engine number 2 F/O
Ready for push:

“Cleared for pushback, check steering switch is C
engaged” (EICAS message STEER OFF not displayed).
“Steering switch is ENGAGED, release brakes” GRD
“Brakes released” C
“Starting pushback” GRD
Towing indication light red is a normal indication, otherwise steering is

disengaged.
Pushback:
“Steering wheel neutral…or- turn the wheel left – more –
less…” GRD
Do not repeat commands and follow instructions
Pushback completed:
“Pushback completed. Set parking brakes”. GRD
“Parking brake set, remove powerpush”. C
Electric Hydraulic Pumps Sys 1 and 2 AUTO
“Powerpush removed, engine number 1 clear”. GRD

Start engine number 1. F/O
“Two good starts, remove interphone and
handsignal on the LH (or RH) side” C
Thumb up when the aircraft is clear. GRD
Thumb up. C
Note: slight variations are acceptable provided the captain is comfortable with the
clarity of the communication.
2.2.8 Engine start procedure

Start sequence ......................................................................... Announce C
Call “START number ____ ENGINE” C
Associated START/STOP Selector START, then RUN F/O

Hold the START/STOP Selector at START position for at least 2 seconds.
Note: During ground starts only, the transition of the cockpit START/STOP switch
from STOP to START must be less than 30 seconds or the FADEC will
prevent an engine start until the switch is cycled through STOP.
As soon as the start has been initiated the captain holds the start/stop selector as
the captain will execute the aborted start if required.
Engine Parameters................................................................... Monitor C,F/O

Check N2 rising ..................................................................................... C,F/O
Monitor IGN A (B) at 7% N2, fuel flow at approx. 20% N2 .................... C,F/O
Start clock when fuel flow is initiated ............................................................ C
Check N2 and N1 accelerate normally .................................................. C,F/O
Check that positive oil pressure is indicated ......................................... C,F/O
Verify that IGN A (B) goes out at approx. 50% N2 ................................ C,F/O
Repeat the sequence for the other engine.
► Airplanes with MAU Load 25.4 or airplanes Pre-Mod MAU Load 25.3
PACKS LOGIC DURING ENGINE START
When REF ECS is selected ON in the MCDU T/O DATASET MENU
page, the caution EICAS message ENG REF ECS DISAG may be
temporarily displayed after both engines have started and are
stabilized at idle. Refer to AOM 14-02-15 for details.
◄
ABNORMAL ENGINE START INDICATIONS
Although FADEC provides automatic over-temperature protection and will

automatically abort the start in the event of a hot start, hot restart or hung start, the
engine start must be manually aborted when:
− No positive oil pressure indication within 10 seconds after N2 speed starts to
increase.
- During engine start with tailwind, if a positive increase of N1 is not indicated
before starter cutout (50% N2), the airplane should be repositioned prior to
engine start to minimize tailwind effects.
− No ITT indication within 1 minute after fuel is applied (15 seconds after fuel
is re-applied).
− ITT exceeds start limit (740°C).
− If oil pressure stabilizes below the engine limits.
− N1 and/or N2 failing to accelerate to stable idle speed (Hung Start).
− An intermittent electrical pneumatic or starter malfunction occurs before the
starter disengagement.
Note: In case an automatic abort occurs or engine start is manually aborted due to
abnormal engine indications, its cause must be investigated and corrected
before further attempts to start the engines.
2.2.9 Before taxi procedure

APU switch ........................................................................................OFF F/O
APU shutdown can only be performed after confirmation of the power
transfer through the Electrical Synoptic page or wait 30 seconds after N2
stabilizes.
Even if planning a ECS off take off, switch off the APU and perform an
unpressurised take off.
Verify that the ground equipment is clear. C, F/O
Call “FLAPS ___” as needed for takeoff. C
Slat/Flap lever ................................................................ Set takeoff flaps F/O
Flight controls ................................................................................. Check C
The Captain should press the STEERING DISENGAGE SWITCH before

checking the control column and rudder pedals and select the flight controls
synoptic page.
Make slow and deliberate inputs, one direction at a time.

Move the control wheel and the control column to full travel in both directions
and verify:
• freedom of movement
• that the controls return to center
• correct flight control movement on the flight controls synoptic page.
Move the rudder pedals to full travel in both directions and verify:
• freedom of movement
• that the rudder pedals return to center
• correct flight control movement on the flight controls synoptic page.
A full green box indication on the synoptic page is not a requirement for a
successful check.
Steering handle ............................................................................ PRESS C

To engage steering.
Note: A FLT CTRL TEST IN PROG status message is displayed to inform the pilot
that the Hydraulic P-BIT is in progress. The Hydraulic P-BIT starts when all
the three hydraulic systems are pressurized and takes about one minute to
complete. Performing the flight controls check while the Hydraulic P-BIT is
running may interrupt the P-BIT.
MFD ...................................................................................... Select MAP C
Transponder ............................................................................ As needed F/O

At airports where ground tracking is not available, select standby (STBY). At
airports equipped to track airplanes on the ground, select an active
transponder setting (ALT ON), but not a TCAS mode.
EICAS.....................................................................................CHECK C,F/O
Verify that only expected EICAS messages are shown.
Update changes to the taxi briefing, as needed. C or PF
Call “BEFORE TAXI CHECKLIST.” C
Do the BEFORE TAXI checklist. F/O

2.2.10 Before takeoff procedure

Engine warm up recommendations:
• Run the engines for at least 2 minutes
• Use a thrust setting normally used for taxi operations.
Pilot flying Pilot monitoring

Verify that the cabin is secure.
The pilot who will do the takeoff updates changes to the takeoff briefing as needed.
Set the weather radar display as needed.
Set the terrain display as needed.
Verify brake temperature in the green

range for take-off. Select MAP on MFD.
Call “BEFORE TAKEOFF CHECKLIST.” Do the BEFORE TAKEOFF checklist.

2.2.11 Takeoff procedure

Before entering the departure runway, verify that the runway and runway entry point
are correct.
When entering the departure runway, set

the STROBE light switch to ON.
Use other lights as needed.
Set the transponder mode selector to

TA/RA.
Verify that the brakes are released. A/T arm switch – push
If the take off is performed in raw data
Align the airplane with the runway. (FD off), the autothrottle is not available.
Thrust levers have to be positioned
manually in TOGA detent
Takeoff configuration – Check

“TAKEOFF OK” synthetic message shall
be heard
Verify that the airplane heading agrees with the assigned runway heading.
When cleared for takeoff, set the LEFT

and RIGHT LANDING light switches to
ON, set the TAXI light switch to OFF.
When lined up:

Advance the thrust levers to
approximately 40% N1.
Allow the engines to stabilize
Move thrust levers to TOGA detent.
Verify that the correct takeoff thrust is set and green ATTCS indication
presented on EICAS.

Monitor the engine instruments during
the takeoff. Call out any abnormal
indications.
Call “THRUST SET”.
After takeoff thrust is set, the captain’s hand must be on the thrust levers until V1.
Monitor airspeed. Monitor airspeed and call out any

abnormal indications.
Maintain light forward pressure on the
control column.
Verify 80 knots and call “CHECK.” Call “80 KNOTS.”
Verify V1 speed. Call “V1”
At VR rotate toward to 15° pitch attitude. At VR call “ROTATE”
After liftoff, follow the FD commands. Monitor airspeed and vertical speed.
Establish a positive rate of climb

Minimum airspeed V2 + 10
Verify a positive rate of climb on the
altimeter and call “POSITIVE RATE”.

altimeter and call “GEAR UP”.
Set the landing gear lever to UP.
At 400 feet radio altitude, call for a roll Select or verify the roll mode.
mode as needed.
At thrust reduction height, call VNAV or Select VNAV on the GP ( or as needed).

an appropriate vertical mode. In case of raw data take off, select climb
Verify that climb thrust is set (manually in thrust in the TRS page on the PF’s
case of raw data take off) command

Verify acceleration at the acceleration Select FMS speeds (or Set final segment
height. speed if required)
Call “FLAPS___” according to the flap

retraction schedule.
Set the flap lever as directed.
Engage the autopilot when above the

minimum altitude for autopilot
engagement.
Engage the autopilot after selecting
VNAV to avoid FPA-SPDT mode.
After Slat/flap retraction is complete:

Check for the proper air conditioning and
pressurization settings and parameters.
Call “AFTER TAKEOFF CHECKLIST.”
Do the AFTER TAKEOFF checklist.
Except if special local noise abatement procedures are specified in OM Part C, use
the following procedure:
• At 1000 feet AAL: set climb thrust and accelerate to the enroute climb speed.
2.2.12 Takeoff flap retraction speed schedule

Flap retraction should be accomplished after the specified acceleration altitude is
reached.
The flaps should be retracted using the flap retraction speed reference “F-BUG” and
pitch angle adjusted to maintain a slight rate of climb. After Slat/Flap retraction is
complete, accelerate to normal en route climb speed.
In case of “F-BUG” disappears before total accomplishment of Slat/Flap retraction,

retract Slat/Flap following Green Dot + 10 kts.
2.2.13 Climb and cruise procedure

Complete the After Takeoff Checklist before starting the climb and cruise procedure.

At or above 10000 feet MSL, set the
LANDING light switches to OFF.
Set the seatbelts signs as needed.
When cleared for climb to a flight level, set and crosscheck the altimeters to
standard.
Before the top of descent, modify the

active route as needed for the arrival and
approach.
Verify or enter the correct RNP for the

arrival.
2.2.14 Descent procedure

Start the Descent Procedure before the airplane descends below the cruise altitude
for arrival at destination.
Complete the Descent Procedure by 10,000 feet MSL.

Check EICAS. Check EICAS.
Verify VREF, Vap, Vac and Vfs on the Set VREF, Vap, Vac and Vfs on the
LANDING page 2/2 . LANDING page 2/2 .
Set the RA/BARO minimums as needed for the approach.
Set the RADIO page for the approach.
Set the AUTOBRAKE select switch to the

needed brake setting.
Check landing performance
Do the approach briefing.
Call “DESCENT CHECKLIST.” Do the DESCENT checklist.
The recommended flap setting is Flaps 5. Use Flaps FULL in case of:
• Runway landing distance is limiting, or runway is contaminated or slippery

• The glideslope/path is steeper than 3.77°
Additionally, flaps full should also be considered when the STALL PROT ICE SPEED
is present in the EICAS (even without actual icing conditions) and a combination of
high landing weights and short field lengths exist.
Prior TOD, PM sets the standby altimeter or IESS to destination QNH.

2.2.15 Approach procedure

The Approach Procedure is normally started at transition level or when an altitude is
(first) set on the GP.
Complete the Approach Procedure before:

• The initial approach fix, or
• The start of radar vectors to the final approach course, or
• The start of a visual approach

Set the seatbelt signs as needed.
At or above 10,000 feet MSL, set the

LEFT and RIGHT LANDING light
switches to ON.
When cleared to an altitude, set and crosscheck the altimeters.
Update changes to the arrival and approach, as needed. Update changes to the RNP
as needed.
Update the approach briefing as needed.
Call “APPROACH CHECKLIST.” Do the APPROACH checklist.
Note: PM verifies that the frequencies and courses that were selected and pre-
selected are correct for the intended approach.
If using preview mode to set the courses for final approach assure that the course
selected is the one desired (on-side or cross-side).
Pressing the preview button once displays the on-side course on PFD; pressing twice
shows the cross-side course and a third time deactivates the preview mode.
At the latest at the FAF, the SPEED SELECTOR shall be set to MAN.
2.2.16 Flap extension schedule

Use Green Dot speed as a reference to select the next flap setting.
When the Green Dot is not available the flaps maneuvering speeds table may be
used for flaps extension.
FLAPS Speed (KIAS)

UP 210
1 180
2 160
3 150
4 140
5 140
FULL 130
2.2.17 Landing procedure ILS or GLS

Initially
• If on radar vectors
o HDG mode
o Vertical mode (as needed)
• If enroute to a fix
o LNAV or other lateral mode
o VNAV or other vertical mode
Notify the cabin crew to prepare for
landing. Verify that the cabin is secure.
Call “FLAPS___” according to the flap Set the flap lever as directed.
extension schedule.
When on localizer intercept heading:

• Verify that the navigation radios are tuned and identified
• Verify that the deviation pointers are shown
Select the APP mode.
Use LNAV or HDG SEL to intercept the

final approach course, as needed.
Verify that the localizer is captured. Verify final approach course heading.
Call “GLIDESLOPE ALIVE.”
At one dot below glide slope call: Set the landing gear lever to DN
• “Gear down” Set the flap lever as directed.
• “FLAPS 3”
At glideslope capture, call “FLAPS___” Set the flap lever as directed.

as needed for landing.
Set the missed approach altitude on the

GP.
Call “LANDING CHECKLIST.” Do the LANDING checklist.
At the final approach fix (LOM, MKR, DME), verify the crossing altitude.
Monitor the approach.

Verify the autoland status at 500 feet AGL.
2.2.18 Landing procedure – Instrument approach using

VGP
This procedure is not authorized using QFE.
Initially
o HDG mode
extension schedule.
When on final approach course intercept heading:

• Verify that the navigation radios are tuned and identified (aural ident)
• Verify that the deviation pointers are shown.
Select the APP mode.

Verify that the localizer/final approach course is captured.
Approximately 2 nm before descent point

call “Approaching GLIDE PATH”
At 2 NM to intercept the glide, call:

• “GEAR DOWN”
• “FLAPS 3”
Set the landing gear lever to DN.

Set the flap lever to 3.
At glidepath capture, call “FLAPS___” as Set the flap lever as directed.

needed for landing.
Set the missed approach altitude on the

GP.


If suitable visual reference is established at

DA(H), MDA(H), or the missed approach
point, disengage the autopilot.
Maintain the glide path to landing.
2.2.19 Landing procedure – Instrument approach using

LOC- FPA or LOC-V/S
This procedure is not authorized using QFE.
Initially
o HDG mode
extension schedule.
When on final approach course intercept heading:

• Verify that the navigation radios are tuned and identified (aural ident)
• Verify that the deviation pointers are shown.
Select V/L and NAV

Verify that the localizer/final approach course is captured.
Approximately 2 nm before descent point

call “Approaching GLIDE PATH”
At 2 NM to intercept the glide, call:

• “GEAR DOWN”
• “FLAPS 3”
• Set MDA on GP
For FPA: Press the FPA button on the

GP.
For V/S: Press the V/S button on the GP.
Set the landing gear lever to DN.

Beginning the final approach descent, Set the flap lever as directed.
call “FLAPS___” as needed for landing.
Select the desired FPA or V/S.

If suitable visual reference is established at

DA(H), MDA(H), or the missed approach
point, disengage the autopilot.
Maintain the glide path to landing.
2.2.20 Go-around and missed approach procedure

At the same time:
• Push the TO/GA switch
• Call “GO-AROUND, FLAPS 3” (4 if
landing flaps were FULL)
Position the flap lever to 3 (4).
Verify:
• The rotation to go–around attitude or 8° if F/D inoperative.
• That the thrust increases.
Verify that the thrust is sufficient for the

go-around or adjust as needed.

altimeter and call “POSITIVE RATE.”

altimeter and call “GEAR UP.”
Minimum airspeed is Vref + 20. Set the landing gear lever to UP.
Verify that the missed approach

altitude is set.
Above 400 feet radio altitude, verify or Select as requested and observe mode
call “select FMS” (on DCP) & “select annunciation.
NAV” or “select HDG” and verify proper
mode annunciation.(1)
Verify that the missed approach route is tracked.
At acceleration height, first select Vfs and Set the flap lever as directed.
then VNAV or other vertical mode, call
“FLAPS___” according to the flap

Verify that the missed approach altitude is captured.
Call “AFTER TAKEOFF CHECKLIST.” Do the AFTER TAKEOFF checklist.
(1) If MISSED APPR is activated, the missed approach procedure from the database
is inserted into the FMS flight plan whenever the GA mode is active and the
airplane’s position is between 2 NM outside the final approach fix (FAF) and the
missed approach point (MAP).
Standard all engine minimum flap retraction height is 1000 feet AAL, unless an
alternative all engine minimum flap retraction height or speed restriction is stipulated
as part of the missed approach procedure or in OM C.
2.2.21 Landing roll procedure

If an autoland was accomplished,
disengage the autopilot. Control the
airplane manually.
Verify that the thrust levers are closed. Verify that the SPEEDBRAKEs are UP.
Verify that the SPEEDBRAKES are UP. Call “SPEEDBRAKES UP.”
If the SPEEDBRAKES are not UP, call
“SPEEDBRAKES NOT UP.”
Monitor the rollout progress.
Verify correct autobrake operation.
WARNING: After the reverse thrust selection has been initiated, a full stop
landing must be made. If an engine remains in reverse, safe flight is
not possible.
Without delay, lift the thrust reverser Verify that the thrust levers are closed.
trigger and select minimum reverse. When both REV indications are green,
call "REVERSERS NORMAL.”
If there is no REV indication(s) or the
indications(s) stays amber or become
red, call "NO REVERSER ENGINE
NUMBER 1", or "NO REVERSER
ENGINE NUMBER 2", or "NO
REVERSERS".
Apply reverse thrust as needed.
By 60 knots, start movement of the thrust Call “60 KNOTS.”

levers to reach the minimum reverse
detent before taxi speed.
After the engines are at minimum

reverse, move the thrust levers to idle.
Before taxi speed, disarm the autobrake.

Use manual braking as needed.
2.2.22 After landing procedure

Start the After Landing Procedure when clear of the active runway.
Engine cooldown recommendations:

• Run the engines for at least 2 minutes
• Use a thrust setting no higher than that normally used for taxi operations

Start the APU, as needed.
Switch the ICE PROTECTION manually

to ON, if icing conditions exist.
Set the exterior lights as needed.
Set the weather radar to off.
Set the transponder mode selector as

needed. At airports where ground
tracking is not available, select STBY. At
airports equipped to track airplanes on
the ground, select an active transponder
setting (ALT ON), but not a TCAS mode

If conditions are suitable, consider Single Engine Taxi-In (SETI) after the
recommended cooldown period has been completed.
If SETI is to be accomplished, call Position the NUMBER ____ engine

“SHUTDOWN NUMBER ____ENGINE” as start/stop selector to stop.
needed.
The maximum airplane weight permitted for SETI is Maximum Landing Weight, as
defined in Chapter 1, Limitations.
Consideration should be given to:

• Systems defects which may not be compatible with SETI
• Gradient and direction of turn
• Surface contamination – SETI is not recommended during icing conditions
• Blast hazard to proximate ground handling equipment and other airplanes
• Crew workload
Note:
• ENGINE 2 SHUTDOWN
The APU start cycle must be performed as follows:

- The APU start must be accomplished with the engine 2 running or after
the engine 2 shutdown cycle has been completed.
This procedure is necessary to ensure that battery 2 is available to the
airplane’s electrical network as a back-up and not isolated for APU start only.
• ENGINE 1 SHUTDOWN
In order to maintain hydraulic pressure on both brake systems the Sys 1
Electric Hydraulic Pump must be kept ON throughout the taxi.
2.2.23 Shutdown procedure

Start the Shutdown Procedure after taxi is complete.
Emergency/Parking brake .................................................................. Set C or F/O

Verify that the emergency/ parking brake light is illuminated.
Electrical power .................................................................................. Set F/O
Note: To prevent electrical power interruptions, it is recommended to wait 10

seconds after GPU button is pushed in or after APU is stabilized before
shutting down one of the engines. If one of the engines is shut down prior to
using the APU, wait 10 seconds until the electrical system has stabilized on
the remaining IDG before starting the APU.
− If APU GEN is not available, an AC GPU should be plugged in.
− Check the AVAIL light illuminated before pushing in the GPU button.
ICE PROTECTION ......................................................................... AUTO F/O

If ice protection was switched ON after landing.
START/STOP Selectors ................................................................. STOP C

Verify N1 indications display OFF.
The engines will not shut down with START/STOP selectors unless thrust
levers are first moved to IDLE. If STOP is selected before thrust lever is
retarded to IDLE, momentarily cycle START/STOP selector to RUN and back
to STOP.
If towing is needed:
Ground handling personnel ................... Establish communications C
Verify that the external steering disengage switch is set to disengage C
CAUTION: Do not use airplane brakes to stop the airplane during

pushback or towing. This can damage the nose gear or the
tow bar.
Emergency/Parking brake ........................................ Set or release C or F/O

Set or release as directed by ground handling personnel.
FASTEN BELTS switch .....................................................................OFF F/O
RED BEACON light switch ................................................................OFF F/O
Electric Hydraulic Pump 3A ...............................................................OFF F/O
Transponder mode selector ........................................................... STBY F/O

After engine shutdown the transponder should be set to code 2000.
After the wheel chocks are in place:

Parking brake...................................................................... Release C or F/O
APU switch .............................................................................. As needed F/O
Call “SHUTDOWN CHECKLIST.” C
Do the SHUTDOWN checklist. F/O

2.2.24 Secure procedure

Passenger Signs Panel .....................................................................OFF F/O
Set EMERG LT, STERILE and FSTN BELTS to OFF.
Electrical ..........................................................................OFF GPU/APU F/O

− If GPU is available turn OFF the APU by selecting the APU selector knob to
OFF. Wait until the APU shuts down and the label OFF is displayed before
turning off the GPU and both batteries.
− If only GPU is available push out the GPU button.
Batteries 1 & 2 ...................................................................................OFF F/O

Note: DVDR continues recording until 10 min. after power down. During that
time DVDR panel lights remain illuminated.
Call “SECURE CHECKLIST.” C
Do the SECURE checklist. F/O
Prior to leaving the flight deck the following flight documents must be correctly
stowed:
• QRH and QRH Quick access normal ops card, in the QRH holder (aft of
pedestal)
• Essential and Spare Documents Folder aft left of the CPT;
• Route manual destination and enroute charts on F/O side.
• Normal checklist on the glareshield.
Supplementary procedures Version 4.0
2.3 Supplementary procedures
2.3.1 Communication
2.3.1.1 ATC Datalink procedures

These procedures allow the exchange (uplink and downlink) of ATC messages
including clearance, speed, altitude, route requests and reports.
Refer to QRH Ops Info for CPDLC Logon
All data link clearances should be checked by two pilots prior to accepting.
2.3.1.2 Data link exchange

CPDLC Logon
Refer to QRH Ops Info
2.3.1.3 CPDLC Procedures in Maastricht UAC airspace

Applicable Airspace:
• Above FL245 in Amsterdam (EHAA) FIR
• Above FL245 in Brussels (EBUR) UIR
• Above FL245 in Hannover (EDVV) UIR
Logon 5-10 minutes prior to entry using the logon address EDYY and the ATC
callsign. If a second logon is attempted prior to receipt of confirmation of connection,
the error message ‘ACFT already LOGGEDON’ will be uplinked.
Uplink Clearances
The following uplink clearances may be received:
• CONTACT (unitname) (frequency)
• SQUAWK (code)
• SQUAWK IDENT
• CHECK STUCK MICROPHONE (frequency)
• PROCEED DIRECT TO (point)
Uplink clearances do not require voice read-back. However, flight crew should firstly
send an ACCEPT response, then comply with/execute the instruction.
If a flight crew receives a CONTACT message they should remember to:

• Close the CPDLC dialogue with a data link response and
• Call on R/T on the next frequency.
If a flight crew receives a ‘Check Stuck Microphone’ uplink, and are on the frequency
mentioned in the uplink, they should check their radio. They should also respond with
an ACCEPT to the instruction.
Downlink Messages
Flight crew may send the following downlink messages:
• REQUEST [level]
• REQUEST CLIMB TO [level]
• REQUEST DESCENT TO [level]
• REQUEST DIRECT TO [point]
It should be noted that, CPDLC is only permitted when flights are under the control of
a Maastricht UAC controller, therefore, only send these messages when in voice
contact with Maastricht.
Errors
If a flight crew receives an ‘Error’ response to a downlink that they have sent, they
should not re-send it by CPDLC, as it may only generate another error. Revert to
voice to clarify the situation.
Voice Responses
In Maastricht airspace data link is a supplemental strategic means of communication.
Voice remains the primary means of communication.
If a flight crew has any doubt regarding the content, validity or execution of a data link
message they must revert to voice to clarify the situation with ATC.
CPDLC Phraseology
The following standard phraseology is used:
Operational event Phraseology

Voice communications used to correct a “C/S DISREGARD CPDLC (message
CPDLC message type) MESSAGE, BREAK followed by
the correct clearance, instruction,
information or request”
CPDLC Failure “C/S or ALL STATIONS, CPDLC

FAILURE at Maastricht-Radar.” followed
by the appropriate clearance, instruction,
information or request.”
Termination of CPDLC “ALL STATIONS STOP SENDING

CPDLC REQUESTS [UNTIL ADVISED]
{reason}.
Resumption of CPDLC “ALL STATIONS RESUME NORMAL
CPDLC OPERATIONS.”
2.3.1.4 ACARS
FCOM Volume 2 contain(s) a complete description of the ACARS system. Downlinks
from the flight crew should be kept to a minimum, commensurate with the safe and
efficient operation of the airplane. For example, there is no requirement to collate
airport weather if the forecast was suitable at the planning stage. However, this
should not prevent the use of the system to enhance operational efficiency.
E-JET E190 Page 3-1
ABNORMAL AND EMERGENCY 28 Apr 2014
PROCEDURES
3. Abnormal and emergency procedures

3.1 Introduction
3.1.1 General
The following abnormal and/or emergency information is in the QRH:
• Non-Normal Checklists
• Operational Information
• Performance Data for Normal and Non-Normal Configurations
• Non-Normal Maneuvers
• Non-Normal Checklist Operation and Use
The FCTM contains information relating to abnormal and/or emergency situations.

Specific references are given throughout this chapter and where differences occur,
the OMB takes precedence.
For crew co-ordination procedures refer to the SEP Manual.
3.1.2 Non-normal situation guidelines

Refer to FCTM for Non-Normal Situation Guidelines including: Troubleshooting,
EICAS work method, Approach and landing and Landing at the Nearest Suitable
Airport.
Refer to FCOM VOL.1 13-60 for ground reset procedures.
Distress communications and alerting ATC to emergencies should be in accordance

with OMC, Communication Section.
TUI Airlines Belgium trading as Jetairfly Operations Manual Part B EJET - E190
E-JET E190 Page 3-2
PROCEDURES
Smoke Version 4.0
3.2 Smoke
3.2.1 CRG FWD (AFT) SMOKE

WARNING: plan to land at the nearest suitable airport, even if smoke stops.
On the ground, false cargo smoke warnings can occur due to disinfectant sprays,
GPU exhaust etc. In such cases, good crew management and communications
between flight deck crew and ground staff is needed to ensure that correct action is
taken.
Two fire bottles installed. After first bottle discharge, the second bottle discharges
automatically after 1 minute (reduced flow), except on ground.
3.2.2 LAV SMOKE

Be aware that in the event the cabin is over-pressurized, airplane lavatory ionization
smoke detectors could “false warn.” In such cases, good crew management and
communications between flight deck crew and cabin attendants is needed to ensure
that correct action is taken.
3.2.3 SMOKE EVACUATION

No remarks.
3.2.4 SMOKE/FIRE/FUMES
Except if source is visually confirmed to be extinguished and the smoke or fumes are
decreasing:
Plan to land at the nearest suitable airport. Do not delay landing to execute this
checklist.
Landing at the nearest suitable airport implies immediate diversion to a runway.

However, if the smoke, fire or fumes situation is severe enough, the flight crew
should consider an overweight landing, a tailwind landing, an off-airport landing, or a
ditching.
3.2.4.1 Additional immediate actions

• Lock the flight deck door.
• Declare an emergency and ask vectors to the nearest suitable airfield, including
military.
• Do not waste time in trying to locate the source of smoke or fire.
3.2.4.2 Checklist
Do not rush.
E-JET E190 Page 3-3
PROCEDURES
Smoke Version 4.0
Do not select passenger oxygen system on, it is useless (the masks dilute the
oxygen with cabin air) and may activate a fire with the extra oxygen.
Typical sources on the flight deck are the air conditioning outlets (air conditioning
smoke) or the instrument or circuit breaker panels (electrical smoke). If smoke enters
via the flight deck door, communicate with the (S)CCM to locate the origin of the
smoke in cabin (galley, overhead bins, toilet, ceiling, floor, etc).
The Captain will keep the door closed, give initial NITS on interphone.
3.2.5 RECIRC SMOKE

No remarks.
E-JET E190 Page 3-4
PROCEDURES
Non Annunciated Version 4.0
3.3 Non Annunciated
3.3.1 Cargo compartment fire

WARNING: plan to land at the nearest suitable airport, even if smoke stops.
On the ground, false cargo fire warnings can occur due to disinfectant sprays, GPU
exhaust etc. In such cases, good crew management and communications between
flight deck crew and ground staff is needed to ensure that correct action is taken.
Two fire bottles installed. After first bottle discharge, the second bottle discharges
automatically after 1 minute (reduced flow), except on ground.
3.3.2 Ditching
The distress signal should include Mayday, position, course, speed, altitude, and
nature of emergency, intention, time and position of intended touchdown, type of
airplane. Maritime distress frequency is 2182khz (HF)
The passenger door evacuation slides can be used as flotation devices.
Life vests .......................................................................................................... DON

Inflate when outside airplane. Loosen tie and collar, consider taking torch, phone
etc…
For additional information:

• Refer to SEP, Chapter 4, Emergency procedures
• Refer to SEP, Chapter 5, E190, Interior arrangement
If ATC contact is possible, set transponder code 7700 (if not transmit in blind),
transmit a distress messages “MAYDAY” with your present position, course, altitude,
speed, situation, time available and intention of touchdown. If possible ditch near
shorelines, offshore platforms or boats.
Plan to land with maximum flap available and burn off fuel to a minimum onboard to
increase buoyancy.
Consider landing parallel to waves taking in account wind direction and sea
condition. If at all possible, land parallel to the swell, not across it. The best location
is along the crest of the swell which minimizes the chance of a wingtip digging into
the water. Second best is in the trough or bottom of the swell.
3.3.3 Dual engine failure

Dual engine failure is a situation that demands prompt action regardless of altitude or
airspeed. Accomplish memory items and establish the appropriate airspeed to
E-JET E190 Page 3-5
PROCEDURES
immediately attempt a windmill restart. There is a higher probability that a windmill

start will succeed if the restart attempt is made as soon as possible (or immediately
after recognizing an engine failure) to take advantage of high engine RPM. Loss of
thrust at higher altitudes may require descent to a lower altitude to improve windmill
starting capability.
The in-flight start envelope defines the region where windmill starts were
demonstrated during certification. It should be noted that this envelope does not
define the only areas where a windmill start may be successful.
Initiate the memory items portion of the DUAL ENGINE FAILURE NNC before
attempting an APU start.
A hung or stalled in-flight start is normally indicated by stagnant RPM and increasing
ITT. During start, engines may accelerate to idle slowly but action should not be
taken if RPM is increasing and ITT is not near or rapidly approaching the limit.
Note: when electrical power is restored, do not confuse the establishment of APU
generator power with the establishment of engine generator power at idle RPM and
advance the thrust lever prematurely.
Turn away from heavy rain or volcanic ash and towards a nearby airport.
3.3.4 Emergency descent

Refer to CABIN ALTITUDE HI checklist.
3.3.5 Emergency evacuation

Refer to Chapter 11, Emergency evacuation procedure.
3.3.6 Engine abnormal start

Checklist is for ground and in-flight use.
3.3.6.1 Workmethod
• The memory items are performed by the Captain.
• Advice ground engineer
• Engine abnormal start NNC
• Check CB (including electronic)
• Check MEL/DDPM
• Supplementary start procedure if required
• Perform "Before Start checklist" before starting again
Note: if dry motoring is required, motor the engine for 30 seconds
E-JET E190 Page 3-6
PROCEDURES
3.3.6.2 Conditions to abort engine start

Although FADEC provides automatic over-temperature protection and will
automatically abort the start in the event of a hot start, hot restart or hung start, the
engine start must be manually aborted when:
• no positive oil pressure indication within 10 seconds after N2 increase
• Tailwind: no positive N1 increase before starter cutout (50%)
• no ITT indication within 1 minute after fuel applied (15 seconds after fuel re-
applied) (wet start)
• ITT exceeds 740°C (hot start)
• Oil pressure stabilizes below engine limits
• An intermittent electrical pneumatic or starter malfunction occurs before starter
disengagement.
Consider 30 seconds for dry motoring
3.3.6.3 Starter duty cycle

Refer to Ch.1 Limitations.
3.3.6.4 FADEC abnormal start protection

FADEC will automatically abort the start in the event of a hot start, hot restart or hung
start. However if any of the above abnormal start conditions occur, perform the
memory items of the engine abnormal start NNC.
3.3.6.5 Supplementary start procedures

Engine ground pneumatic start: start engine 2 first. For engine 1 perform a
crossbleed start.
3.3.7 Engine fire severe damage or separation

Fuel balancing:
• Check if the imbalance is consistent with failed engine (fuel leak after engine
separation).
• Do not open fuel crossfeed selector if fuel leak is suspected.
• Balance fuel in accordance with the “FUEL IMBALANCE” NNC.
3.3.8 Forced landing

No remarks.
3.3.9 Fuel leak

Anytime an unexpected fuel quantity indication or imbalance condition is
experienced, a fuel leak should be considered as possible cause. Compare actual
fuel burn to OFP fuel and with both engines operative and compare both fuel quantity
E-JET E190 Page 3-7
PROCEDURES
indications on EICAS with fuel remaining information indication on FMS Fuel

Management page before attempting a fuel crossfeed.
A tank leak is very rare and will most probably have an external cause (foreign object
damage, tire burst, mid-air collision, missile…). Time permitting, check visually for a
suspected leak.
3.3.10 Jammed control column (pitch)

Flight controls can be blocked due to freezing water, excessive grease and even de-
icing fluid. However in this case the control column can still be moved as normal due
to the Fly By Wire system. Refer in this situation to the “Elevator Fail” NNC.
3.3.11 Jammed control wheel (roll)

icing fluid.
3.3.12 Jammed rudder pedals

icing fluid. However in this case the rudder pedals can still be moved as normal due
to the Fly By Wire system. Refer in this situation to the “Rudder Fail” NNC.
With rudder deflected, take into account that the minimum G/A gradient may not be
attained.
3.3.13 Pitch trim runaway

The NTSB recommends landing at nearest suitable airport after a pitch trim runaway.
This is not in the NNC, however it is company policy.
3.3.14 Roll (yaw) trim runaway

After pushing the AP disconnect switch, the crew may elect to re centre the Roll
(Yaw) trim before selecting the related CB to OUT. This to avoid continuous stick or
rudder forces after the CB is selected OUT.
Although not in the checklist, the company policy is to land at the nearest suitable
airport.
3.3.15 Steering runaway

No remarks.
3.3.16 Takeoff with engine failure at or above V1

Refer to Chapter 3.8 Engines.
E-JET E190 Page 3-8
PROCEDURES
3.3.17 Abnormal landing gear extension

If a main gear does not lock down after an alternate extension, it may be
necessary to slip the airplane using aerodynamic drag to lock the affected leg.
3.3.18 Blank display unit without automatic reversion

No remarks.
3.3.19 EICAS message miscomparison

No remarks.
3.3.20 Engine abnormal vibration

If operating at reduced thrust, use One Engine Inoperative Approach and Landing
Checklist as a guideline.
3.3.21 Engine airstart

Before attempting an in-flight engine start, gather all relevant information to decide
whether an in-flight start should be attempted. Consider engine damage, icing or
volcanic ash encounter and their effects on a successful start.
Successful starting is only guaranteed in the NNC In-flight start envelope, however a
start may (and should) be attempted outside the envelope.
If no light off is detected within 30 s after fuel flow is started, the start should be
manually aborted.
3.3.22 Engine airstart envelope

No remarks.
3.3.23 Engine ITT overtemperature
3.3.23.1 Engine exceedance during takeoff

• Maximum takeoff ITT is 945°.
• If an engine exceedance occurs after takeoff thrust is set and the decision is made
to continue the takeoff, do not retard the thrust lever in an attempt to control the
exceedance. Retarding the thrust levers after thrust is set invalidates takeoff
performance.
• When the commander judges that altitude (minimum 400 feet AGL) and airspeed
are acceptable, the appropriate NNC should be accomplished.
3.3.23.2 ITT indications exceeding limits after

takeoff
To avoid exceedance of the ITT limit, apply the following procedure:
E-JET E190 Page 3-9
PROCEDURES
• Apply the maximum assumed temperature using the TOPerf.

• Consider using ECS off.
3.3.24 Engine oil overtemperature

No remarks.
3.3.25 Engine shutdown

Fuel balancing:
• Check if the imbalance is consistent with failed engine (fuel leak after engine
separation).
• Do not open fuel crossfeed selector if fuel leak is suspected.
• Balance fuel in accordance with the “FUEL IMBALANCE” NNC.
3.3.26 Engine tailpipe fire

Engine tailpipe fire can occur during startup or after the engine is shutdown. A
tailpipe fire is typically reported by the ground crew without engine fire warning in the
cockpit.
When no bleed air available, notify ATC without delay. If the fire cannot be
extinguished, evacuate the airplane.
The ‘ENGINE FIRE’ NNC is inappropriate because the engine fire extinguishing
agent is not effective against a fire inside the tailpipe.
3.3.27 Gear lever can not be moved up

The DN LOCK REL button may be pressed to move the landing gear lever up if climb
performance is required to clear obstacles.
3.3.28 IESS attitude oscillation with RAT deployed

No remarks.
3.3.29 Impaired or cracked windshield
Arcing occurs when electrical smoke or sparks are visible.
PROCEDURES
Window arcing/delaminated/shattered/cracked:
• Determine which pane is cracked by holding a pencil on the crack viewed
from different angles.
• The flight crew must wear oxygen masks until cabin altitude is at or below
10,000 feet
If both forward windows delaminate or forward vision is unsatisfactory, consider

accomplishing an autoland if the ILS facility is satisfactory.
3.3.30 “Landing gear” aural warning can not be cancelled

No remarks.
3.3.31 Loss of APU indications

No remarks.
3.3.32 Loss of hydraulic system 1

No remarks.

In case of alternate gear extension, gear cannot be retracted: consider drag penalty
for diversion.
Nose wheel steering is inoperative:
• Request towing equipment.
• If any crosswind exists, consideration should be given to landing on a runway
where braking action is reported as good or better.
• Braking action becomes the primary means of directional control below
approximately 60 knots where the rudder becomes less effective.
• Do not attempt to vacate the runway. Perform towing.

No remarks.
3.3.35 Loss of hydraulic system 1 and 2

Perform separate LO press NNC’s first in order to attempt to restore the hydraulic
system.
PROCEDURES
for diversion.

system.

system.
for diversion.
PROCEDURES
3.3.38 Loss of pressurization indication

No remarks.
3.3.39 Non annunciated loss of all trims and autopilot

Although not in the checklist, the company policy is to land at the nearest suitable
airport.
3.3.40 One engine inoperative approach and landing
3.3.40.1 Approach preparation

• Plan to be stabilized on final in landing configuration at about 8 NM;
• Pilot should maintain the directional control using the rudder pedals and trim;
• When stabilized and on short final, set the rudder trim to neutral. If the approach is
to be made on any AUTOLAND mode, the pilot slowly adjusts the rudder trim to
zero when rudder servo engages
3.3.40.2 Patterns
Refer to QRH, Chapter MAN, Flight patterns.
• One engine inoperative non-ILS approach: the procedure for one engine
inoperative is similar to the normal approach.
• One engine inoperative circling approach: maintain gear up and flaps 2 while
circling. Call “GEAR DOWN, FLAPS 3” before turning base and aim for
Vtarget for one engine inoperative.
• One engine inoperative visual approach: the procedure is the same as for a
normal visual circuit, except use flaps 5 for landing.
PROCEDURES
3.3.40.3 One engine inoperative go-around
Pilot Flying Pilot Monitoring

At the same time:
• Push either TO/GA buttons
Verify or move thrust lever to the • Check speed is greater than
TO/GA detent. Vref, position the FLAP lever to
• Call "GO-AROUND, FLAPS 3” 3 and monitor flap retraction
Verify or execute:
• The rotation to go–around attitude of 8° pitch up and climb at Vac.
• Thrust lever to the TO/GA detent.

altimeter and call: "POSITIVE RATE"

altimeter and call: "GEAR UP"
Set the landing gear lever to UP

Verify engine thrust at GA RSV.
Above 400 feet radio altitude, call Select HDG and select BANK.
“SELECT HDG” and “SELECT BANK”
Verify that the missed approach route is tracked.
At acceleration height, call "SET Vfs, Set Vfs, select FLCH and retract the
SELECT FLCH". flaps on the PF’s command
Retract the flaps according to the flap
When the flaps are at 0 call: “SELECT Select max. continuous thrust on
MAX CONTINUOUS THRUST” MCDU.
Set thrust as needed.
Climb at Vfs.
Verify that the missed approach altitude is captured.
Call "AFTER TAKEOFF CHECKLIST” Do the AFTER TAKEOFF checklist.
PROCEDURES
Note: In case of automatic go around with one engine inoperative be prepared to

maintain directional control since the rudder servo disengages when the Flight Director
GO AROUND mode is changed to any other vertical mode.
3.3.40.4 Engine failure during go-around

• Perform normal go-around procedures
• F/D remains valid
• Maintain flaps 3 until retraction altitude
• Retract flaps on the normal flaps / speed schedule
3.3.40.5 Go-around acceleration altitude

Review missed approach phase in OM Part C, chapter LEGENDS / PANS OPS.
According to PANS-OPS 4, the acceleration segment in the GA is not calculated.
Use MSA or final level-off altitude of the missed approach as acceleration altitude.
3.3.41 Oxygen leakage

Descend below 10000 ft as soon as possible (respect MSA).
3.3.42 Partial or gear up landing
3.3.42.1 Preparation
• A gear up or a partial gear up landing is preferable to running out of fuel
attempting to solve a gear problem.
• Prepare cabin for emergency landing.
• Land at the most suitable airport with adequate runway and fire fighting
capability.
• Foaming the runway is not necessary.
3.3.42.2 Landing procedure

• Plan a normal approach and flare profile with normal speeds and normal rate
of descent.
• Attempt to keep the airplane on the runway: at speeds below 60 knots, use
nose wheel/rudder pedal steering, if available, and differential braking as
needed.
• Plan to land on all available gear. The landing gear absorbs the initial shock
and delays touchdown of airplane body parts. Attempt to fly the area with the
unsafe indication smoothly to the runway at the lowest speed possible, but
before losing flight control effectiveness. A smooth touchdown at a low speed
helps to reduce airplane damage and offers a better chance of keeping the
airplane on the runway.
PROCEDURES
3.3.43 Structural damage

No remarks.
3.3.44 Unreliable airspeed

This checklist has no memory items.
It is very important to recognize this problem as soon as possible. Early recognition

requires familiarity with the interrelationship of attitude, thrust setting, and airspeed.
Know the approximate pitch attitude for each phase of flight.
Consider reversion of Air Data System (ADS) when NNC completed, aircraft under
control and erroneous ADS identified.
3.3.45 Volcanic ash

Refer to OM Part A, Chapter 8:
• Flight preparation: if flight is planned near potential contamination zones,
review and brief actions in advance.
• In-flight procedures
• Postflight reporting
Always avoid and stay upwind of volcanic ash and dust.
If vision through windshield is obscured, diversion to an airport where an autoland

can be made should be considered.
PROCEDURES
Annunciated Version 4.0
3.4 Annunciated
3.4.1 Airplane general (Cargo/Doors/Lighting)
3.4.1.1 Door CRG FWD (AFT) open

All doors have vent flaps. Both the door and the vent flap need to be properly closed
to have a closed indication on the status page.
If a CARGO DOOR message is accompanied by minor pressurization problems (not
a rapid or explosive decompression), accomplish the “DOOR CRG” NNC first.
However, FCM should protect himself without delay when the cabin altitude climbs
above 10,000 feet.
The NNC will protect the cabin floor by reducing pressure differential between the
cargo compartment and cabin.
3.4.1.2 Door EMER LH (RH) open

If pressurization is not normal, redirect passengers away from door.
3.4.1.3 Door PAX (SERV) FWD (AFT) open

All doors have vent flaps. Both the door and the vent flap need to be properly closed
to have a closed indication on the status page.
If pressurization is not normal, redirect passengers away from door
3.4.1.4 Door Center (FWD) EBAY open

No remarks.
3.4.1.5 Door HYD open

No remarks.
3.4.1.6 EMER LT not armed

If the emergency exit lights switch is off, the lights can still be activated by the switch
on the forward and aft flight attendant panel.
3.4.1.7 EMER LT on
No remarks.
3.4.1.8 NON QRH items

Lock fail
If the cockpit door access system fails on ground or in flight, use the mechanical
locking system to lock the door.
PROCEDURES
Flight deck access and door operation using the mechanical locking system will be in
accordance with operator-established procedures. Refer to OM Part A, Chapter 10.
3.4.2 AMS (Pneumatic/Air conditioning/Pressurization)
3.4.2.1 Cabin Altitude HI

Do not try to control the cabin altitude in MAN. Initiate an emergency descent.
In the event of a CABIN ALTITUDE warning or Rapid Depressurization the following

procedure should be accomplished.
Call for CABIN ALTITUDE HI memory
items
Don oxygen masks and set regulators to 100%.

Establish crew communications.
Advise cabin crew on public address Passengers signs................................ ON
If the cabin altitude exceeds or is

expected to exceed 14,500 feet:
PASS OXY MASKS ........................OVRD
Advise ATC and obtain area altimeter

setting.
Select a lower GP altitude Set transponder to 7700.
Consider turn Select BELOW on transponder
Deselect VNAV if engaged Select landing lights on
Select FLCH
Close thrust levers
Extend the speedbrake
Selects speed selector knob to

MANUAL and set target speed to
MMO/VMO (if structural integrity is in
doubt, limit airspeed and avoid high
maneuvering loads).
Adjust heading as needed
PROCEDURES
Adjust level off altitude to 10000ft or the

lowest safe altitude whichever is higher.
Adjust GP altitude as needed Verify lowest safe altitude and advise pilot
flying
Call for CABIN ALTITUDE HI checklist Perform the CABIN ALTITUDE HI

checklist
Set speed as needed Call “2000FT to level off”
When speed reduced, retract “1000FT to level off”

speedbrakes
Initiate ALERT CALL (at safe cabin
altitude).
Note: Following the Rapid Descent, if the oxygen masks are not needed, ensure
that the oxygen panel doors are closed and push and release the RESET/TEST
switch. This turns the oxygen off, deactivates the mask microphone, stows the flag
and reactivates the boom microphone.
Note: Decompression Procedures for descent over high terrain can be found in OMC
Note:
• If the masks fall, the use of standard emergency callouts to the cabin also
advises the SCCM that the FCM are conscious and protected.
• Monitor TCAS display and maneuver as needed (select BL on TCAS pull down
menu on MFD).
• It is recommended to keep the autopilot and autothrottle engaged during the
maneuver.
• The rapid descent is normally made with the landing gear up. However, when
structural integrity is in doubt and airspeed must be limited, extension of the
landing gear may provide a more satisfactory rate of descent. If the landing
gear is to be used during the descent, comply with the landing gear placard
speeds.
• During unpressurized flight, minimize rate of descent or climb to maximum
1000 fpm to ensure crew and passenger comfort.
3.4.2.2 AMS CTRL Fail

No remarks.
3.4.2.3 Bleed 1 (2) Fail

Single engine bleed can supply both ECS packs using the cross bleed.
PROCEDURES
Both bleeds affected

No remarks.
3.4.2.4 Bleed 1 (2) Leak

No remarks.
3.4.2.5 Bleed 1 (2) Overpress

No remarks.
3.4.2.6 Bleed APU leak

No remarks.
3.4.2.7 Cabin DIFF PRESS fail

No remarks.
3.4.2.8 Center EBAY fans fail

No remarks.
3.4.2.9 CRG FWD vent fail

No remarks.
3.4.2.10 FWD EBAY fans fail

No remarks.
3.4.2.11 PACK 1 (2) fail

• A single pack is capable of keeping adequate cabin/cargo hold pressurization
and temperature
• If the remaining pack fails at high altitude, depending on the condition of the air
seals in the fuselage, the cabin will climb around 1200-2000 fpm.
No pack operation:
• Cabin altitude will increase.
• Cabin temperature will gradually increase.
3.4.2.12 Pack 2 leak

• A single pack is capable of keeping adequate cabin/cargo hold pressurization
and temperature
• If the remaining pack fails at high altitude, depending on the condition of the air
seals in the fuselage, the cabin will climb around 1200-2000 fpm.
PROCEDURES
3.4.2.13 PRESN auto fail

No remarks.
3.4.2.14 PRESN MAN fail

No remarks.
3.4.2.15 Pressurization conversion table

No remarks.
3.4.2.16 RECIRC SMK DET fail

No remarks.
3.4.2.17 Bleed 1 (2) OFF

Single engine bleed can supply both ECS packs using the cross bleed
3.4.2.18 Pack 1 (2) OFF

A single pack is capable of keeping adequate cabin/cargo hold pressurization and
temperature
PROCEDURES
3.4.3 Autoflight
3.4.3.1 AP fail
One automatic altitude-control system is required for operation in RVSM airspace.
Refer to OM Part C / Route Manual / NAV / General Information for in-flight
contingencies if applicable.
3.4.3.2 AP pitch mistrim

No remarks.
3.4.3.3 AP pitch trim fail

No remarks.
3.4.3.4 AP roll mistrim

No remarks.
3.4.3.5 AT fail
Autoland (CAT I/II/III) is allowed with autothrottle inoperative.
3.4.3.6 AT not in hold

No remarks.
3.4.3.7 FD lateral mode off

No remarks.
3.4.3.8 FD vert mode off

No remarks.
3.4.3.9 Shaker anticipated

No remarks.
3.4.3.10 Stall PROT fail

No remarks.
3.4.3.11 Stall PROT fail

No remarks.
PROCEDURES
3.4.4 Auxiliary power unit
3.4.4.1 APU altitude exceed

No remarks.
3.4.4.2 APU fail

APU failure during engine start:
Before first engine reaches idle speed:
• Check engine: If below self sustaining speed: shut down engine, request
pneumatic group and use the pneumatic group to motor.
• Accomplish the APU NNC, if applicable
After first engine reaches idle speed:

• Accomplish the APU NNC, if applicable
• Crossbleed start for the other engine
3.4.4.3 APU fault

APU automatic shutdown inhibited in flight.
Maintenance action is required.
3.4.4.4 APU oil HI TEMP

No remarks.
3.4.4.5 APU oil LO PRESS

No remarks.
PROCEDURES
3.4.5 Electrical
Workmethod
Apply the following workmethod in case of multiple failures:
• Consider engine problems (check thrust lever response)
• Consider a possible failure of an electrical buss, MAU or SPDA in this order of
priority.
• Check synoptic page if applicable.
• After NNC, analyze which systems are lost.
3.4.5.1 BATT 1 (2) overtemp

No remarks.
3.4.5.2 BATT 1-2 OFF

No remarks.
3.4.5.3 BATT discharging

Batteries are discharging in an electrical emergency with no RAT assistance, or on
ground when the battery is the only power source supplying the aircraft.
3.4.5.4 ELEC emergency

In flight both AC busses are de-energized.
Not to be confused with “dual engine failure”. To discriminate between the two
situations, check FAIL icons and/or advance the thrust levers and check if engines
respond.
To have navigation available on DU2, manually select FMS on the left Display
Control Panel.
If the Cabin Altitude HI message appears, perform the applicable memory items as
the oxygen masks do not deploy automatically.
When AC power is recovered, clean up instruments to a normal configuration.
Airborne
Declare urgency: “PAN-PAN” (x3). Ask for radar vectors if necessary.
3.4.5.5 AC bus 1 off

No remarks.
3.4.5.6 AC bus 2 off

No remarks.
PROCEDURES
3.4.5.7 AC ESS bus off

No remarks.
3.4.5.8 AC STBY bus off

No remarks.
3.4.5.9 APU GEN OFF bus

No remarks.
3.4.5.10 BATT 1 (2) discharging

Associated battery is discharging due to electrical system automation failure, or when
battery is the only source supplying the system.
3.4.5.11 BATT 1 (2) temp sens fault

No remarks.
3.4.5.12 BATT 1 OFF

No remarks.
3.4.5.13 BATT 2 OFF

No remarks.
3.4.5.14 DC bus 1 off

No remarks.
3.4.5.15 DC bus 2 off

No remarks.
3.4.5.16 DC ESS bus 1 off

No remarks.

No remarks.

No remarks.
3.4.5.19 GPU connected

No remarks.
PROCEDURES
3.4.5.20 IDG 1 (2) off bus

No remarks.
3.4.5.21 IDG 1 (2) oil

An automatic thermal disconnect function acts as back up for manual disconnection
in case of excessive oil temperature. If this automatic function is activated, reset on
ground will be impossible and IDG replacement is required.
3.4.5.22 TRU 1 (2) fail

No remarks.
3.4.5.23 TRU ESS fail

No remarks.
3.4.5.24 SPDA fail

No remarks.
3.4.5.25 Non QRH items

RAT operations
Minimum speed for RAT deployment is 150 KIAS.
Deployment of RAT takes 8 seconds, during that time the batteries provide power to
essential systems.
Do not fly in icing conditions with the RAT deployed as it is not de-iced (stowage
compartment of RAT is heated).
Even if IDG 1 or 2 is recovered, landing configuration will be flaps 3 as no higher
Slat/Flap selection is possible.
PROCEDURES
3.4.6 Engines
3.4.6.1 ENG 1 (2) OIL LO PRESS

No remarks.
3.4.6.2 ENG 1 (2) REV deployed

Thrust reverser deployment occurs only if the aircraft is on the ground.
Uncommanded thrust reverser deployment limits engine thrust to idle.
3.4.6.3 ENG 1 (2) control fault

If affected engine thrust stable at idle use the One Engine Inoperative Appraoch and
Landing checklist (NAP 1-32) as a guideline.
3.4.6.4 ENG 1 (2) FADEC overtemp

No remarks.
3.4.6.5 ENG 1 (2) fail

Conditions
Loss of thrust accompanied by FAIL icon on N1 and oil pressure indication
decreasing or in red.
Interpretation of engine parameters:

• Flame out: engine fails without vibrations during or after failure.
• Fire warning: fire indication
• Severe damage: one or more of these occur:
o Engine fire warning
o Airframe vibrations with abnormal engine indications
o Engine separation – Engine and EICAS parameters indicate amber
dashes, thrust rating mode will disappear; (no FAIL indication)
Checklist
Do not shutdown an engine without confirmation by the other FCM.
Fuel balancing:
• First check if the imbalance is consistent with failed engine (fuel leak after
engine separation or severe damage).
• Do not open Fuel Xfeed Selector if fuel leak is suspected.
• Accomplish Fuel Imbalance EAP: procedure can be done by memory. Repeat
procedure as needed.
• Lateral control is not significantly affected when operating with fuel beyond
normal balance limits.
PROCEDURES
Engine failure at or after V1

In the event of Engine Failure at or after V1 accomplish following procedure.
The FCM recognizing the failure calls “ENGINE FAILURE” or “ENGINE FIRE” as
appropriate without specifying which engine.
Maintain airplane control.
At VR, rotate at about 2° per second At VR call “ROTATE”

toward approximately 11° pitch attitude.
After liftoff, adjust pitch attitude to Monitor airspeed and vertical speed
maintain desired speed.

altimeter and call "POSITIVE RATE"

altimeter and call "GEAR UP"
Set the landing gear lever to UP
Verify engine thrust at TO-x RSV
At 400 feet radio altitude and flight path Select or verify HDG as needed and
under control, call “select HDG” and select BANK.
“select BANK” and request EOSID Verify FMAs as needed.
executed as needed.
Execute EOSID as needed.
Call “IDENTIFY FAILURE” Identify and announce the failure
Confirm the failure
Call for and accomplish memory items as Accomplish memory items.

needed.
If appropriate declare an emergency

using MAYDAY and inform ATC of any
deviation from cleared routing.
PROCEDURES

At or above engine inoperative flap
retraction altitude and when all turns are
complete, call:
• “Select Speed MAN” Select Speed MAN
• “Set Vfs” Set Vfs
• “Select FLCH” Select FLCH
Verify acceleration Verify acceleration
Call “FLAPS____” according to the flap Set the flap lever as directed.
retraction schedule Monitor flaps and slats retraction
After flaps and slats retraction is

complete:
• Select autothrottle off. Verify autothrottle off.
• Call “Select MAX CONTINUOUS. Select CON thrust on MCDU.
THRUST” and set CON thrust.
• Call “Deselect BANK”. Deselect BANK
Engage the autopilot.
Call for Non-Normal Checklist as

appropriate.
Do the relevant Non-Normal Checklist.
Call “AFTER TAKEOFF CHECKLIST.”
Do the AFTER TAKEOFF checklist.
Refer to the Performance chapter for ETP/EFP information.
Standard engine inoperative minimum flap retraction height is 800 feet AAL. Higher
engine inoperative flap retraction heights may be stipulated in TOperf or other
Takeoff Performance data, in order to comply with obstacle clearance requirements.
Note: Due to system design, the E-JET is capable of using the AT with one engine
inoperative. When mentioned in the non-normal checklist or during TARD the crew
may elect to switch on the AT respecting the procedure above.
PROCEDURES
Engine inoperative cruise/driftdown

Execution of a non-normal checklist or sudden engine failure may lead to the
requirement to perform an engine inoperative driftdown and diversion to an alternate
airport.
The FCM recognizing the failure calls “ENGINE FAILURE” without specifying which
engine.
Maintain airplane control.
MCDU:
Select Max continuous thrust.
Disconnect autothrottle.
Set Max continuous thrust (thrust lever to
TOGA).
Set a lower altitude on GP.

Select LVL CHG when approaching drift
down speed (green dot).
Set target altitude on GP.

Set green dot speed on GP.
Initiate turn with HDG (if required). Notify ATC
Call “IDENTIFY FAILURE”. Respond by stating the nature of the

failure.
Confirm the failure.
Call for memory items or Non-Normal Accomplish memory items/NNC.

Checklist as appropriate.
Note:
• The crew may decide to deviate from this procedure. Other AFCS modes may
be used to ensure the airplane flight path stays under control at all times.
• According to the present position (MNPS airspace,…) and choice of diversion,
the final routing and speeds will be evaluated and decided by the CPT.
PROCEDURES
Engine failure with landing flaps

First pilot to discover the problem, calls: “ENGINE FAILURE”
Adjust thrust and attitude as needed. Monitor flight path and speed. Call any
Add speed to Vref Full + 20kts significant deviation.
Set speed to Vref Full + 20kts
Maintain Slat/Flap Landing

Configuration and speeds if 5. With
Slat/Flap Full a go-around is mandatory.
CPT decides depending on airplane position and weather conditions
Pilot Flying
Recover glide slope and localizer
Check speed & attitude
Adjust final approach thrust setting.

Call "LANDING CHECKLIST"
If at 500 ft AAL the airplane is not stable, execute a go-around
CPT decides: “GO-AROUND”

Pilot Flying
Call “GO-AROUND FLAPS 3”
Pushes a TO/GA switch
Continue as per One engine inoperative go-around
Note:
• If an engine failure should occur on final approach with flaps in the landing
position, the decision to continue the approach or execute a go-around should
be made immediately.
• No memory items for an engine fire on final (critical phase of flight), wait until
after landing.
• If an engine fails during a non-autoland approach, keep the autopilot engaged
if performance is acceptable. Use manual rudder. Disconnect the autopilot for
landing or go –around.
PROCEDURES
3.4.6.6 ENG 1 (2) fuel IMP bypass

No remarks.
3.4.6.7 ENG 1 (2) REV TLA fail

No remarks.
3.4.6.8 ENG 1 (2) start VLV open

There is no urgency (checklist has reference items only).
3.4.6.9 ENG 1 (2) TLA fail

Use Engine Inoperative Approach and Landing checklist (NAP 1-32) as a guideline.
3.4.6.10 ENG no takeoff data

No remarks.
3.4.6.11 ENG REF A-I DISAG

No remarks.
3.4.6.12 ENG REF ECS DISAG

No remarks.
3.4.6.13 ENG TLA NOT TOGA

No remarks.

Ice crystal icing
Ice crystals are not easily identified as they will not lead to obvious airframe icing.
These particles can form ice buildup inside the engine and cause power loss, surge,
flameout, high vibration or damage.
Typically, engine power loss occurs at high altitude, in clouds, as the airplane is flying
above an area of convective weather where little or no weather radar returns are
observed at the flight altitude or during convective weather avoidance maneuvers.
Other clues are: TAT near 0 °C or St Elmo’s fire and appearance of rain on the
windshield.
PROCEDURES
3.4.7 Fire protection
3.4.7.1 APU fire

If an APU fire is detected, the APU shuts down automatically only on ground.
3.4.7.2 ENG 1 (2) FIRE

Fuel balancing:
• First check if the imbalance is consistent with failed engine (fuel leak after
engine separation or severe damage).
• Do not open Fuel Xfeed Selector if fuel leak is suspected.
• Accomplish Fuel Imbalance EAP: procedure can be done by memory. Repeat
procedure as needed.
• Lateral control is not significantly affected when operating with fuel beyond
normal balance limits.
3.4.7.3 APU fire DET fault

No remarks.
3.4.7.4 APU firex fault

No remarks.
3.4.7.5 Cargo AFT (FWD) fire sys fail

No remarks.
3.4.7.6 ENG 1 (2) fire DET fail

No remarks.
3.4.7.7 RECIRC SMK DET fail

No remarks.

LAV SMOKE DET FAIL
Instruct cabin crew to check for fire or smoke and empty waste bin. Associated
lavatory shall not be used anymore by passengers.
PROCEDURES
3.4.8 Flight controls
3.4.8.1 ELEV NML mode fail

No remarks.
3.4.8.2 Ground spoilers fail

No remarks.
3.4.8.3 RUDDER NML fail

No remarks.
3.4.8.4 SPOILER NML fail

No remarks.
3.4.8.5 AOA limit fail

No remarks.
3.4.8.6 ELEV THR COMP fail

No remarks.
3.4.8.7 Elevator fault

No remarks.
3.4.8.8 Elevator LH (RH) fail

icing fluid.
3.4.8.9 Flap fail

If the EICAS message ”Flap Fail” is accompanied by the “Spoiler Fault” message,
only the speedbrake function is inop. Ground and roll spoilers are operative.
Approach and landing technique:

• In case of both slats and flaps at 0, consider to burn off fuel to reduce
landing weight and speeds (tire limit 195kts).
• Reduce speed from minimum clean to final approach speed when
established on final (typically 10NM) and before intercepting the descent
profile.
• Use of autopilot is recommended.
• Limit bank angle to 20° maximum when maneuvering.
• Aim for the 1000 feet markings and avoid floating (no or minor flare).
PROCEDURES
• Over threshold set thrust levers to idle.

• After touchdown, apply forward control column, maximum reverse thrust
and an autobrake setting consistent with the available runway length.
3.4.8.10 Pitch trim fail

No remarks.
3.4.8.11 Rudder fail

icing fluid.
3.4.8.12 Rudder fault

No remarks.
3.4.8.13 Rudder limiter fail

No remarks.
3.4.8.14 Slat fail

If the EICAS message ”Slat Fail” is accompanied by the “Spoiler Fault” message,
only the speedbrake function is inop. Ground and roll spoilers are operative.
Approach and landing technique:

• In case of both slats and flaps at 0, consider to burn off fuel to reduce
landing weight and speeds (tire limit 195kts).
• Reduce speed from minimum clean to final approach speed when
established on final (typically 10NM) and before intercepting the descent
profile.
• Use of autopilot Is recommended.
• Limit bank angle to 20° maximum when maneuvering.
• Aim for the 1000 feet markings and avoid floating (no or minor flare).
• Over threshold set thrust levers to idle.
• After touchdown, apply forward control column, maximum reverse thrust
and an autobrake setting consistent with the available runway length.
3.4.8.15 Slat-Flap lever disag

No remarks.
3.4.8.16 Spoiler fault

If the EICAS message “Spoiler Fault” is a consequence of a “Flap Fail” or “Slat Fail”
message, only the speedbrake function is inop. Ground and roll spoilers are
operative.
PROCEDURES
3.4.8.17 Stab lock fault

No remarks.
3.4.8.18 Aileron LH (RH) fail

icing fluid.
3.4.8.19 Flap (Slat) LO rate

No remarks.
3.4.8.20 Stall prot ice speed

With STALL PROT ICE SPEEDS active, the minimum
Vap = VRF + 0 kt and maximum Vap = VRF + 20 kt.
3.4.8.21 Tailstrike avoid fail

No remarks.
3.4.8.22 Tailstrike prot fail

No remarks.
PROCEDURES
3.4.9 FMS/NAV/COMM/Flight instruments
3.4.9.1 No take off config

No remarks.
3.4.9.2 ADS 1 (2) fail

No remarks.
3.4.9.3 ADS 3 fail

No remarks.
3.4.9.4 ADS 1 (2) (3) HTR fail

No remarks.
3.4.9.5 ADS 4 HTR fail

No remarks.
3.4.9.6 APM fail

No remarks.
3.4.9.7 APM miscomp

No remarks.
3.4.9.8 Aural WRN SYS fail

No remarks.
3.4.9.9 AVNX ASCB fault

No remarks.
3.4.9.10 AVNX MAU 1A fail

No remarks.
3.4.9.11 AVNX MAU 1B fail

No remarks.

No remarks.
PROCEDURES

No remarks.

No remarks.

No remarks.
3.4.9.16 AVNX MAU 1A (1B) OVHT

No remarks.

No remarks.

No remarks.
3.4.9.19 Display CTRL fail

No remarks.
3.4.9.20 EICAS fault

No remarks.
3.4.9.21 EICAS OVHT

No remarks.
3.4.9.22 FMS POS DISAG

RNP approach capability could be impaired.
3.4.9.23 FMS1 (2) – GPS POS DISAG

RNP approach capability could be impaired.
3.4.9.24 GND PROX fail

No remarks.
3.4.9.25 IRS excessive motion

No remarks.
PROCEDURES
3.4.9.26 IRS 1 (2) fail

No remarks.
3.4.9.27 MCDU 1 (2) OVHT

In case of dual MCDU failure COM1 and NAV1 can be tuned on the CPT’s PFD and
COM2 and NAV2 can be tuned on the FO’s PFD and only the speed bug is available
to set approach speeds.
3.4.9.28 MFD 1 (2) fault

No remarks.
3.4.9.29 MFD 1 (2) OVHT

No remarks.
3.4.9.30 NAVCOM 1 (2) fail

No remarks.
3.4.9.31 NAVCOM 1 (2) OVHT

No remarks.
3.4.9.32 PFD 1 (2) fault

No remarks.
3.4.9.33 PFD 1 (2) OVHT

No remarks.
3.4.9.34 VHF 3 fail

No remarks.
3.4.9.35 Windshear fail

No remarks.
3.4.9.36 FMS 1 (2) fail

In case of dual FMS failure only the speed bug is available to set approach speeds.
3.4.9.37 IRS 1 (2) NAV mode fail

No remarks.
3.4.9.38 IRS PRES POS invalid

No remarks.
PROCEDURES
3.4.9.39 RALT 1 (2) fail

No remarks.
3.4.9.40 TAT 1 (2) fail

No remarks.

Radio transmit continuous (stuck microphone switch)
See below: Radio communication failure.
Radio communication failure

• Task distribution by the CPT. It is recommended that F/O is PF
• Start timer
• In case of loss of primary and secondary tuning (tuning using MCDU and
CCD) the BACKUP RADIO page provides a means for tuning COM 1, VHF
NAV 1 and XPDR 1 (ALT OFF mode). In this case, radio access is done via
backup connection available on MCDU 2.
The BACKUP RADIO page is available by pressing the MENU function button
on the MCDU and then line select key 4L on the Menu page. The BACKUP
RADIO page displays automatically on MCDU 2 for some failure conditions
Step 1
If other airplane are also without reply, check the VHF ground frequency.
• Contact previous (or next) frequency
• Contact 121.50
Step 2
Check Radio page 1/2 and 2/2.
• Select different frequencies on all 3 radio’s. An erratic radio box can block all
communications on a given frequency.
• Try VHF 1.
• Try VHF 2.
• Try VHF3 (if available for voice).
If steps 1 and 2 are unsuccessful, squawk 7600 and ident. Check routing and flight
level.
Step 3
Check microphones and headphones.
• Unplug all microphones and headphones(CPT, F/O each have 2
microphones/headphones, the observer has a microphone/headphone, P.A.
microphone (if installed))
PROCEDURES
• Try every mike and headphone on its own ACP and different radio boxes(CPT
on VHF-1 and so on)
Step 4
Audio control panel
• Pull CB of all ACP’s.
• Reset a single ACP and try to communicate using mike and VHF-COM on the
same side.
Step 5
Try to communicate by any available means as HF, SATCOM (as installed) and
ACARS (as installed).
Step 6
Apply ICAO and RVSM loss of communication procedures in OM Part C.
Cockpit voice recorder deactivation

Refer to OM Part A, Chapter 11: Handling of accidents and occurrences.
2 hours of flight deck audio is recorded and then erased.
Deactivation of the cockpit voice recorder is possible by pulling the voice recorder
circuit breaker.
GPS FAIL
With both GPS sensor units failed RNP 10 time limitation is limited to:
• 6.2 hours without radio position updating. This time starts when the IRS are
placed in the navigation mode;
• 5.9 hours of flight time following DME/DME update;
• 5.7 hours following VOR/DME update.
Radar altimeter
On the ground, the RA may display a miscompare.
Most of the time, this is caused by irregular or reflective surfaces around the airplane.
Vehicles and even buildings can disturb the RA beam. The beam is actually a cone.
This miscompare can be considered as normal behaviour and should disappear as
the airplane leaves the parking area.
PROCEDURES
3.4.10 Fuel
3.4.10.1 Fuel 1 (2) LO level

With the EICAS message present, also perform the NN checklist if fuel indication in
the respective tank indicates up to 2800kgs as it may be the consequence of loss of
transfer to the collector box.
3.4.10.2 APU Fuel SOV fail

No remarks.
3.4.10.3 ENG 1 (2) fuel SOV fail

No remarks.
3.4.10.4 Fuel AC pump 1 (2) fail (as caution)

No remarks.
3.4.10.5 Fuel DC pump fail

No remarks.
3.4.10.6 Fuel imbalance

Fuel balancing considerations:
- Use of the Fuel Imbalance NNC in conjunction with good crew coordination
reduces the possibility of crew errors.
- A fuel imbalance for which no EICAS message is displayed and has not yet
exceeded 360 kg (800 lb) may be regarded as a normal procedure and
corrected without the use of the QRH. It is recommended however, to assure
no fuel leak is in place.
- Routine fuel balancing when not near the imbalance limit increases the
possibility of crew errors and does not significantly improve fuel consumption.
- During critical phases of flight, fuel balancing should be delayed until workload
permits. This reduces the possibility crew errors and allows crew attention to
be focused on flight path control.
- Fuel imbalances that occur during approach need not be addressed if the
reason for the imbalance is obvious (e.g. engine failure or thrust asymmetry,
etc.).
3.4.10.7 Fuel tank LO temp (as caution)

To determine the minimum in-flight fuel temperature, if the actual freeze point of the
fuel loaded is unknown, use the following minimum temperature:
• JET A-1: -44°C
PROCEDURES
• JET A: -37°C
• JP-8: -44°C
If different types of fuel have been mixed, use the highest freezing point of the fuel
used in the last three fuel uplifts.
3.4.10.8 Fuel Xfeed fail

No remarks.
PROCEDURES
3.4.11 Hydraulics
3.4.11.1 HYD 1 (2) overheat

No remarks.
3.4.11.2 HYD 3 overheat

No remarks.
3.4.11.3 HYD PTU fail

No remarks.
3.4.11.4 HYD 1 (2) EDP not D-PRESS

No remarks.
3.4.11.5 HYD 1(2) HI temp

No remarks.
3.4.11.6 HYD 3 HI temp

No remarks.
3.4.11.7 HYD 1 (2) LO press

In case of loss of HYD 2:
for diversion.
• Asymmetric braking becomes the primary means of directional control below
• Continued taxi with nose wheel steering inoperative is not recommended due
to airplane control difficulties and heat build-up in the brakes.
3.4.11.8 HYD 3 LO press

No remarks.
3.4.11.9 HYD 3 VLV fail

No remarks.
PROCEDURES
3.4.11.10 HYD 1 (2) ELEC pump fail

No remarks.
3.4.11.11 HYD 3 ELEC pump A fail

No remarks.
3.4.11.12 HYD 3 ELEC pump B fail

No remarks.
PROCEDURES
3.4.12 Ice and Rain protection
3.4.12.1 A-I wing 1 (2) leak

No remarks.
3.4.12.2 A-I ENG 1 (2) fail

No remarks.
3.4.12.3 A-I LO capacity

No remarks.
3.4.12.4 A-I wing fail

No remarks.
3.4.12.5 A-I wing no dispatch

No remarks.
3.4.12.6 Ice detector 1 (2) fail

No remarks.
3.4.12.7 Windshield 1 (2) HTR failNo remarks.
PROCEDURES
3.4.13 Landing gear and Brakes
3.4.13.1 LG lever DISAG

If message appears during gear retraction, check position of the Electrical Override
switch in the Alternate Gear Extension compartment.
3.4.13.2 Autobrake fail

No remarks.
3.4.13.3 BRK LH (RH) fail

No remarks.
3.4.13.4 BRK overheat

No remarks.
3.4.13.5 EMER BRK fail

No remarks.
3.4.13.6 LG nose door open

No remarks.
3.4.13.7 LG WOW SYS fail

No remarks.
3.4.13.8 PRKG BRK not released

No remarks.
3.4.13.9 Steer fail

Ask for towing equipment after landing. Do not attempt to vacate the runway.
3.4.13.10 BRK control fault

No remarks.
3.4.13.11 BRK LH (RH) fault

No remarks.
PROCEDURES

Flat tire/tire burst
Refer to OI.
PROCEDURES
3.4.14 Oxygen
3.4.14.1 Crew OXY LO press

No remarks.
3.4.14.2 PAX OXY not deployed

No remarks.
3.4.14.3 Observer OXY LO press

If possible, direct observer to a cabin seat.
3.4.14.4 NON QRH items

Mask deployed on light
Activation is either manual or automatic by a pressure switch above 14000 feet.
PROCEDURES
3.4.15 Tailstrike
Tailstrike on takeoff risk factors are:
• Mistrimmed stabilizer
• Early rotation
• Trimming during rotation
• Excessive rotation rate
• Improper use of flight director
Tailstrike on landing risk factors are:

• Unstabilized approach
• Holding off in the flare
• Trimming in the flare
• Mishandling of crosswind
• Over-rotation during go-around
PROCEDURES
Non-normal maneuvers Version 4.0
3.5 Non-normal maneuvers
3.5.1 Approach to stall or stall recovery

Refer to QRH, Chapter Maneuvers, Approach to stall or stall recovery.
Lateral control is maintained with ailerons. Rudder control should not be used
because it causes yaw and the resultant roll is undesirable.
3.5.2 Rejected takeoff

Refer to QRH, Chapter Maneuvers, Rejected takeoff.
Rejecting a takeoff near V1 has often resulted in the airplane stopping beyond the
end of the runway. Referring to the condition ‘unsafe or unable to fly’, the CPT should
only reject the takeoff if he is convinced that the airplane cannot fly.
The decision to reject the takeoff is the responsibility of the captain and must be
made before V1 speed so that the maneuver can be initiated not later than V1.
If a failure occurs and the captain decides to continue, the call is “GO”.
If the EICAS message “TLA not at TOGA” appears during take off roll in headwind
conditions, position the thrust levers in the TOGA detent and continue the take off.
The reject decision shall be communicated to ATC as follow:

• “(CALLSIGN) STOPPING” or,
• “(CALLSIGN) AIRPLANE STOPPED”
• Consider a MAYDAY call.
If a life threatening situation develops, refer to Chapter 11.
If the decision is taken to take off again, the TO Dataset has to be re-entered in the
FMS.
3.5.3 Terrain avoidance

Refer to QRH, Chapter Maneuvers, EGPWS response.
No EGPWS warning signals or announcements shall be ignored. There are airports

located in difficult terrain where one or more warning envelopes may be exceeded
resulting in warnings at a given approach position or at take-off. For these airports it
is an absolute must to include the predicted EGPWS warnings into the approach and
departure briefing.
If a terrain avoidance maneuver must be executed, either pilot will call: “TERRAIN
GO”.
PROCEDURES
Non-normal maneuvers Version 4.0
When holding, pilots shall be aware of the possibility that a nuisance warning may be
generated by an airplane holding 1,000 ft below and that a subsequent terrain
avoidance maneuver may lead to a conflict with other traffic holding above.
Terrain ahead of the airplane may exceed available climb performance. A EGPWS
caution or warning alert does not guarantee terrain clearance.
Do not attempt to engage the autopilot and/or autothrottle until terrain clearance is
assured.
3.5.4 Traffic avoidance

Refer to QRH, Chapter Maneuvers, Traffic avoidance.
Refer also to OM Part A, Chapter 8.
3.5.5 Upset recovery

Refer to QRH, Chapter Maneuvers, Upset recovery.
3.5.6 Windshear
Refer to FCOM, Supplementary procedures.
Refer to QRH, Chapter Maneuvers, Windshear.
Refer also to OM Part A, Chapter 8.
If a windshear escape maneuver must be executed, either pilot will call:

“WINDSHEAR GO”.
Without delay, select MAX thrust. The FADEC will command GA RSV, regardless of
the label presented on the EICAS. Confirm N1 at green tick mark.
When windshear was encountered during approach and is no longer a factor:

• Regain speed.
• When speed is above maneuvering speed for actual flaps setting, PF calls:
“GO-AROUND”. A normal go-around maneuver is executed considering actual
flaps and gear configurations.
When windshear was encountered during/after takeoff and is no longer a factor:

• Regain speed.
• When speed is above maneuvering speed for actual flaps setting, a normal
Take off maneuver is executed considering actual flaps and gear
configurations.
PROCEDURES
Miscellaneous Version 4.0
3.6 Miscellaneous
3.6.1 Crew incapacitation

Refer also to OM Part A, Chapter 4 and Chapter 8.
3.6.1.1 Autoland
When a pilot incapacitation occurs during the final of a planned autoland, the
approach may be continued provided FMA indications are normal for autoland and
the incapacitated pilot does not affect the flight controls.
If the CPT is the incapacitated pilot, the F/O takes control of the airplane and says at
loud voice "I HAVE CONTROL". The F/O continues the approach and landing and
keeps the autopilot engaged. Actions of the F/O are:
• Monitor the flight path.
• Monitor FMA.
• At autocall “APPROACHING MINIMUMS”, start looking outside and wait for
the "MINIMUMS" auto callout.
• If runway is in sight at the minimums, autoland may be continued.
• Operate the reversers after touchdown.
• Operate the brakes when necessary to override the autobrakes and bring the
airplane to a full stop.
• Do not attempt to leave the runway.
When the airplane is stopped:

• Advice ATC.
• Advice SCCM as per OM Part A.
• Contact handling agent for ambulance + stairs and for towing
• Start the APU.
• Shutdown the engines after APU is started and APU generator is powering the
electrical system.
• Accomplish the shutdown checklist in read and do.
3.6.2 Distress communication and alerting ATC to

emergencies
Refer to OM Part A, chapter 8.
Refer to OM Part C, Emergency section.
3.6.3 Exceeding cosmic radiation limits

Refer to OM Part A, Chapter 8
PROCEDURES
3.6.4 Lightning strikes

A lightning strike can puncture the skin of an airplane; however serious accidents due
to lightning strikes are extremely rare. Nearby lightning can blind the pilot rendering
him momentarily unable to navigate either by instrument or by visual reference.
Lightning can also induce permanent errors in the magnetic compass and lightning
discharges, even distant ones, can disrupt radio communications on low and medium
frequencies.
If there is a possibility of lightning strike, increase the general lighting in the cockpit to
avoid blindness.
In the event of lightning strike conduct the following procedure:

In flight:
• Check all radio communication and navigational equipment and the weather
radar.
• Record the lightning strike in the ATL and file an ASR.
On ground, check:
• Compensation of the (standby) compass.
• Signs of damage on fuselage, wings, radome, tail structure.
• Antenna's, pitot tubes.
• All control trailing edges and static discharges.
• Radio and navigation equipment.
A qualified mechanic needs to check the airplane after a lightning strike
Lightning intensity and frequency have no simple relationship to other storm

parameters. But as a rule, severe storms have a high frequency of lightning.
3.6.5 Overweight landing
3.6.5.1 Conditions
An overweight landing is recommended when:

• A malfunction that seriously affects the airworthiness of the airplane.
• A condition where an expeditious landing would reduce the exposure to a
degrading level of safety.
• One engine inoperative. Although a one engine out condition affects the
airplane performance and handling characteristics, a landing must be
considered in order to reduce the exposure to additional problems with the
remaining engine.
• A serious illness requiring immediate medical attention.
PROCEDURES
An overweight landing is permitted when:

• A landing due to failures not directly affecting the airworthiness of the airplane.
• An unplanned diversion.
An overweight landing is not recommended when:

• Hydraulic or braking system failures affecting the braking performance.
• Tire failures.
• Flight control troubles that would adversely affect the handling of the airplane.
3.6.5.2 Procedure
Overweight landing may safely be accomplished by using normal landing procedures
and techniques. Structural integrity is assured if the procedure below is respected.
There are no adverse handling characteristics associated with heavier than normal
landing weights.
Verify landing distance in QRH, Performance In-flight. Verify if distances are factored.
If the tabulated landing distance is unfactored, add the minimum safety factor of 15%.
Select the longest available runway, when feasible. Slope and wind effects should
also be considered.
Where possible avoid landing in tailwinds, on runways with negative slope or

runways with less than normal braking conditions.
Reduce the landing weight as much as possible. To save time and at pilot discretion
this can be done using high drag configuration (landing gear and/or speed brake) and
flying at a lower altitude (respect MORA and MSA).
Wind additives may be impacted by flap placard speeds.
At weights above the maximum landing weight, the final approach maximum wind
correction may be limited by the flap maneuvering speed.
Configure the aircraft earlier so you will have more time to get used to the higher
approach speeds.
Do not carry excess airspeed on final.
It is recommended to land under VMC. You will have more time to focus on the
handling of the aircraft rather than on the instruments panel.
Brake energy will not be exceeded for flaps 5 or FULL landing at all gross weights.
Although, give special attention to wet or slippery runways. The brake energy limits
may be exceeded when landing at high gross weights at speeds associated with non-
normal procedures requiring flaps set at 5 or less.
PROCEDURES
Try a smooth landing. In the other hand, do not allow the aircraft to float above the
runway. Consider a go-around if a long landing is likely to occur.
The maximum rate of descend is 300 ft/min at touchdown. Use maximum reverse
thrust down to 60 kts. If stop capability is in doubt use it until certain that the aircraft
will stop within limitations. Use brakes consistent with runway length, auto brakes
may be used.
Maintenance inspection is required after landing (report landing weight and rate of
descent on the ATL).
Note: Alert ground crew if brake temperature is too high.
3.6.6 Roll controllability

Should aileron control be insufficient to control bank angle at low speed (e.g. during
unwanted rudder deflection):
• Reduce angle of attack.
• Consider to increase airspeed for the same result.
• Use pitch trim sparingly.
The minimum speed at which ailerons can control bank with a deflected rudder is
called the crossover speed.
Crossover speed is directly related to the angle of attack. This means that if control of
bank is lost due to an uncommanded rudder deflection the pilot should reduce the
angle of attack to recover the airplane.
PROCEDURES
E-JET E190 Page 4-1
PERFORMANCE 28 Apr 2014
Takeoff Version 4.0
4. Performance
4.1 Takeoff
4.1.1 Introduction
The Maximum Takeoff Weight (MTOW) will be the lower of the following:
• MTOW as derived from a performance analysis using TOperf, or
• MTOW structural limit per Chapter 1, Limitations, or
• MTOW declared operational limit, or
• MTOW stated in OMC.
4.1.2 Takeoff flaps setting

Use FLAP Optimum for all normal takeoffs, except:
• For contaminated runways consider using larger flap settings to provide a
shorter takeoff distance.
• When required by OM Part C
• When required by the MEL.
Alternative flap settings may be used at the Captain‟s discretion, for example a
higher flap setting may be used on a rough runway.
4.1.3 Reduced thrust takeoff

When performance allows, reduced thrust should be used for takeoff. A higher or full
takeoff thrust may be used at the discretion of the Captain.
The Assumed Temperature Method (ATM) uses a takeoff performance analysis at an

assumed temperature which is higher than the ambient temperature to determine the
performance limited takeoff weight. The assumed temperature is then used to
establish a reduced takeoff thrust. TOperf ensures that the assumed temperature
selected does not exceed the maximum permitted thrust reduction of 25% of takeoff
thrust.
Takeoff at reduced thrust improves engine life and should be used whenever
practicable.
Takeoff at reduced engine thrust using the ATM is prohibited under the following
conditions:
• Runway contaminated with snow, slush, ice or standing water.
• Windshear conditions exist.
• REV INOP on wet runway
E-JET E190 Page 4-2
Takeoff Version 4.0
4.1.4 Minimum flap retraction height

Minimum flap retraction height is 800 feet AAL, unless an alternative minimum flap
retraction height is stipulated in TOperf or OMC.
4.1.5 Emergency turn procedures

Where no Emergency Turn Procedure (ETP) is scheduled, the takeoff performance
analysis is based on an Engine Failure Procedure (EFP) with a straight takeoff path
leading to a hold on the extended runway center line. Alternative maneuvering may
be considered prior to establishing in the hold on the extended center line, such as
accepting radar vectors, maneuvering visually or navigating to an alternative fix when
above MSA.
When obstacles on a straight takeoff flight path are prohibitive, the takeoff analysis is
scheduled with an ETP after takeoff. The obstacle heights are adjusted for loss of
gradient in the turn. The applicable ETP will be annotated under the “Engine Failure
Procedure” title in TOperf. Additionally, the ETP may be coded in the FMS navigation
database as an EO SID. If an EO SID is available it must be verified against the ETP
in TOperf. In the event of a discrepancy, the turn details in TOperf take precedence
and the EO SID must not be used.
When an ETP applies, the flap retraction segment on the procedure must be
identified and included in the taxi and takeoff briefing. The flap retraction segment
should be based on the following requirements:
• When all turns are complete;
• At or above engine inoperative minimum flap retraction altitude (MFRA);
• Speed restrictions mentioned in ETP;
• Memory items completed;
• Any additional minimum flap retraction altitude restrictions mentioned in ETP.
4.1.6 TOperf tool
4.1.6.1 Introduction
This section details normal procedures for the use of TOperf for takeoff performance
calculations. TOperf does not obviate the requirement to maintain a good working
knowledge of takeoff performance requirements and limitations.
4.1.6.2 General
Each FCM should independently follow the "Input" process detailed below.
Normally both FCMs should calculate the takeoff performance results. It is important
to ensure that both FCMs complete a verification of takeoff calculation results as
described in Normal Procedures. ATIS weather, or anticipated conditions at the time
of takeoff, should be used to ensure standardization of input. Additionally, agreed
takeoff weight, thrust, configuration and other assumptions should be used.
E-JET E190 Page 4-3
Takeoff Version 4.0
Operational use of the laptop computerized takeoff performance calculator requires a

minimum of one serviceable laptop.
In the event of only one serviceable laptop being available, the takeoff performance
program should be closed after the first calculation. The pilot completing the
crosscheck should re-start the takeoff performance program and follow the “Input‟
process.
If no serviceable laptop is available, GOC Hanover should be contacted by phone or

by any other available communication channel.
It is important to follow the standard input process to avoid errors. It should be noted
that errors are most likely to occur during the input process.
Some MEL/CDL items result in performance penalties (reduction of performance

limited takeoff and landing weights). These penalties are listed in the MEL and the
CDL. Insert the correct drag index in TOperf or;
A manual correction should be made as follows:

• The MEL/CDL performance limited takeoff weight is calculated by subtracting
the performance penalty from the TOperf performance limited weight.
• To calculate the thrust setting and V speeds, use a weight that is a sum of the
ATOW plus the performance penalty.
4.1.6.3 Input Process
General
Use of the TAB key will automatically follow the standard input order. Inputs can be
made without using the touchpad.
Inputs can be made where the background color of an input field is white.
When placing a cursor in an input field, a highlighted box is drawn around this field.
If an input is made which is not a default (e.g. another flap setting than optimum) a
brown dotted box is drawn around the value.
Right arrow opens a pulldown menu.
Up and down arrows can be used to change inputs.
Function keys can be used to make a shortcut to another input field.
Header
The laptops must be synchronized before every flight out of a homebase.
E-JET E190 Page 4-4
Takeoff Version 4.0
Last Update - The version and date of the valid program can be found in the
COMPANY CREW NOTICES of the EasyBrief Package CBP. Both pilots should
cross-reference version and dates. If any uncertainty about the validity of TOperf still
exists, the crew shall contact dispatch.
Enter Commercial Flight Number.
Enter or select airplane registration. Ensure correct airframe/engine combination.
REV STATUS button: gives the latest airport database modifications and Graphic
user Interface information.
Airport/Runway
IATA - Enter or select IATA 3 letter code. The ICAO code, airport name and elevation
appear. A pop-up warning will appear if temporary data is available.
Runway - Select runway (with intersection if required). A runway designator including

a “T” symbol is available when temporary runway data is active. Confirm that all
runway details are correct.
‘APT INFO’ button: this flashing button appears when selecting airports where crews
should be made aware of special procedures. Info behind this button must be read
and adhered to.
Quick Line Up – This option is selected by default. It adds 100 meters (328 ft) of
margin to the minimum legally required line up distances; A for the Takeoff Distance
available and B for the Accelerated-Stop Distance available. These minimums are
different for a 90° line up and for a 180° line up. When the runway is performance
limited, this option should be selected off.
QUICK LINEUP button: explanation of the ‘Quick Line Up’ options is available
RUNWAY LENGTH REMAINING button: explanation of how to use the RUNWAY

SHORTENED feature is available.
If it is necessary to modify the runway length, the TORA (in Ft or Meter according the
unit chosen in the ‘Dist. Unit’ box) should be entered in the ‘RUNWAY LENGTH
REMAINING’ box. This box may also be used if an intersection takeoff is required
E-JET E190 Page 4-5
Takeoff Version 4.0
which is not available in the database. It is important to select the correct box ‘FIRST
PART NOT USABLE’ or ‘LAST PART NOT USABLE’. This selection will determine
the distances to which obstacles are referenced.
Engine Failure Procedure – The engine failure procedure detailed on the laptop
takeoff performance calculator must be used.
If (*(*ATTN: AIRPORT NOT UNDER WATCH*)*) appears, it means that the data for
this airport does not have the surveillance service and it might not be updated for the
latest notams. A crosscheck with GO Center to see if it can be used must be done.
Conditions
ATOW (KG)
• Default mass is normally set to the maximum structural takeoff mass.
• If it is desired to check the maximum performance limited takeoff mass then
the default mass should remain, or a mass in excess of the default value may
be entered.
• Enter actual takeoff mass.
• If there is a takeoff performance penalty as written in the Operation part of an
applicable MEL item, the takeoff performance calculation should be based on
the actual takeoff mass increased with the performance penalty.
Enter actual takeoff mass plus the takeoff performance penalty. The takeoff
speeds based on this increased takeoff mass should be used for takeoff.
This increased mass could be above the maximum structural takeoff mass;
however never takeoff with an actual takeoff mass higher than the maximum
structural takeoff mass.
• TOPerf cannot calculate performance for a TOM for very light values
depending on model and OAT. If the actual TOM is below the minimum
accepted by TOPerf, use speeds and assumed temperature for the minimum
TOPerf accepted TOM.
• If the entered TOM is less than 75% of the maximum TOM, a pop-up warning
will appear. This warning should protect from gross errors (e.g. using ZFM
instead of TOM).
Wind (D/S)
• Enter magnetic wind direction and speed in knots. The HW (“-” sign for
tailwind) and XW (“L” for left and “R” for right) in kts will appear.
OATemp (C)
• Enter actual outside air temperature in °C. When operating close to maximum
performance limited takeoff mass it may be prudent to enter an anticipated
OAT for the time of departure.
QNH (HPa)
• Enter QNH in HPa / mbs or in InHG.
E-JET E190 Page 4-6
Takeoff Version 4.0
Configuration
Note: Only options relevant to a particular type are available for selection.
FLAPS
Default takeoff flap setting is optimum.
RWY COND
Select appropriate runway condition.
DRY
Select for dry or damp runway condition.
WET
Select for wet runway condition
SLIPPERY
When slippery runway condition is selected an additional ‘BA (µ)’ box will appear.
The use of assumed temperature method is inhibited.
BA (µ)
Select the reported BA. The options are: MED-POOR, MED, MED-GOOD, GOOD or
a µ value between 0.26 and 0.40. Remember that takeoff is prohibited with BA
POOR.
As a reminder:
Braking Action Friction Coefficient
Good – 95 0.40 & above
Medium / Good - 94 0.36
Medium – 93 0.30
Medium / Poor – 92 0.26
Poor – 91 0.25 & below
For Friction coefficient in Canada, USA and Russia, refer to OM Part C manual.
Slush
Select when runway is contaminated with Slush or Wet Snow. When slush condition
is selected an additional ‘DEPTH’ box will appear. The use of assumed temperature
method is inhibited.
Depth
Select appropriate depth of contaminant. Options go from 3 to 12 mm.
Compacted Snow
Select when runway is contaminated with compacted snow. The use of assumed
temperature method is inhibited.
Note : Takeoff on untreated snow should only be attempted when no melting is
present.
E-JET E190 Page 4-7
Takeoff Version 4.0
Wet snow
Select when runway is contaminated with wet snow. The use of assumed
temperature method is inhibited.
Note: Takeoff on untreated snow should only be attempted when no melting is
present.
Standing Water
Select when runway is contaminated with Standing Water. When standing water
condition is selected an additional ‘DEPTH’ box will appear.
The use of assumed temperature method is inhibited.
Depth
Dry Snow
Select when runway is contaminated with dry snow. When dry snow condition is
selected an additional ‘DEPTH’ box will appear The use of assumed temperature
Depth
Ice
Select when runway is contaminated with ice. the use of assumed temperature
Note: Takeoff on untreated ice should only be attempted when no melting is present.
REVERSER
Select NORMAL if reversers are operative or INOP if 1 or 2 reversers are inoperative.
ECS
Select ECS OFF as default.
ANTI-ICING
OFF
Select for engine and wing anti-ice OFF for takeoff.
Engine A/I ON
Select for engine anti-ice ON for takeoff.
Engine and wing A/I ON

Select for engine and wing anti-ice on for takeoff.
Note: Automatic pop up function in case of anti ice selection.
E-JET E190 Page 4-8
Takeoff Version 4.0
ATTCS
Default ON: Take-off with ATTCS OFF is not authorized
AUTOBRAKES
RTO
Default setting is RTO
OFF
Select when autobrake system is deactivated.
AI VALVES
Normal
Normal operation of AI system.
1 vale open, 2 valves open

Select as 1 or 2 valves are secured open as per DDPM.
GEAR
NORMAL
Select for all takeoffs where the gear can be raised.
DOWN LOCKED
Select for all takeoffs where the gear needs to be left down.
MAC
NORMAL
Most forward CG.
ALTERNATE VALUE (as installed)

Aft CG increases performance. Always use this option if available. Choose the
highest applicable alternate value which is less than or equal to the actual MACTOW.
DRAG INDEX
Default: 0
Insert DI value as per DDPM.
With Assumed / Flex Temp

Select to permit a thrust reduction. This function is turned OFF if:
• Reversers are inoperative and the runway is wet or
• The runway is contaminated.
E-JET E190 Page 4-9
Takeoff Version 4.0
4.1.6.4 Calculating takeoff performance

Push calculation button to start the calculation.
A DOS-window is shown, demonstrating an active calculation process.
If the computation is finished the DOS-window closes and results will appear.
4.1.6.5 Output Process
MTOW KG
Displays actual or maximum takeoff mass (MTOM). When MTOM is less than takeoff
mass entered under ‘CONDITIONS’, result is displayed in red. In this case, a
dynamic pop-up will appear showing the options available to increase MTOW.
‘Dynamic’ means that only those options will be shown which have not yet been
used.
The options are in this order:
• Use optimum flaps (selected by default)
• Use alternate MAC value (as installed). This option must always be used
• Use ECS OFF take off (selected by default)
• Use full runway length available (no intersection TO)
• Deselect the “QUICK LINE UP” option
A dynamic pop up appears after clicking on the “CALCULATION” button if the

entered ATOW is below a default value. This is to prevent a possible error.
Takeoff speeds
V1, VR, V2 and Vfs are displayed in kts. If the MTOW is lower than the actual takeoff
weight, the takeoff speeds are replaced by 3 red dashes (---) to avoid using speeds
which are calculated for a lower weight.
A dynamic pop-up appears if the calculated V2 is higher than the maximum value in
the EFP text and the calculated V2 is blinking red to warn you of the condition.
FLAP
Takeoff flap setting is displayed in blue.
LIMITATION
The limitation displayed is applicable to the mass displayed in MTOW result.
Assumed temperature and EFP will always take into account all limitations.
MINIMUM FLAP RETRACTION ALTITUDE (MFRA)

The lowest MFRH is 800 feet.
Takeoff Version 4.0
The MFRA is automatically corrected for temperature deviations from ISA. Do not
apply cold temperature corrections. The temperature correction results in an obstacle
clearance during acceleration which is independent of the OAT. However, the MFRH
shown between parentheses in the TOperf result will also vary with OAT. Thus,
MFRH plus elevation will always be equal to MFRA.
The MFRA is optimized in such a way that it can be different in function of any
conditional or configuration change.
Procedure
• Before takeoff: if using more than calculated thrust (for safety only),
recalculate speeds and MFRH in case of short runway or contaminated
runway.
• During takeoff: (if needed for safety), full takeoff thrust may be applied.
Assumed temperature information

Displays maximum permitted assumed temperature reduction.
Note: Assumed temperature may be prohibited by other restrictions. In this case

make a recalculation with the thrust level used.
If the assumed temperature is below 40°C in combination with T/O-1, a dynamic pop-
up will appear showing the options available to increase the assumed temperature.
‘Dynamic’ means that only those options will be shown which have not yet been
used.
The options are in this order:
• Use full runway length available (no intersection TO)
• Deselect the “QUICK LINE UP” option
• Use alternate MAC value (as installed). This option must always be used
• Use ECS OFF take off (off by default)
• Use optimum flaps (on by default)
N1 information
Displays the target N1.
F3 button
When pressing F3 the penultimate case results are shown for easy comparison.
Record button
Once the TOperf results are confirmed and crosschecked, both FCM record the data
in their laptop.
Takeoff Version 4.0
4.1.7 Contaminated takeoff performance
Engine inoperative contaminated runway takeoff performance is available in TOperf.
Contaminated runway operation implies uncertainties with regard to runway friction,

contaminant drag and consequently airplane acceleration, braking performance and
directional control (particularly in crosswinds or when using reverse thrust).
Consequently, airplane performance on a contaminated runway cannot be scheduled

with a high degree of accuracy. The results from TOperf provide engine inoperative
accountability in a similar method to normal dry/wet performance analysis and should
be regarded as the best data available. The use of maximum reverse thrust on the
operative engine is assumed in the rejected takeoff case.
In the case of a contaminated runway, the first option is to wait until the runway is
cleared. If this is impractical, takeoff may be considered providing the appropriate
performance data in TOperf and any further safety measures relating to the
prevailing conditions have been considered.
In making a determination of whether to attempt a takeoff, the Captain should take

into account the nature of the overrun area and the consequences of an overrun on
that particular runway. Consideration should also be given to any weather changes
since the last runway surface condition report, paying particular attention to the
effects of precipitation and temperature. Takeoff on contaminated runways where the
friction coefficient is less than the equivalent of Braking Action MEDIUM should be
viewed with extreme caution and should only be considered when excess
performance margins exist.
Consider using larger flap settings to minimize the ground roll.
4.1.7.2 Operational limitations for takeoff

Takeoff on a contaminated runway is prohibited:
• where the reported braking action is POOR or reported friction coefficient is
less than 0.25μ
• where the contaminant depth exceeds 25,4 mm equivalent water depth.
Note: TOperf sets all requirements for correct input conversion to equivalent
water depth
• takeoff on untreated ice or snow should only be attempted when no melting is
present
• with reduced thrust takeoff using the ATM
• with tankering of fuel solely for economic reasons
Note: Reduced Crosswind limits apply (Refer to Chapter 1 Limitations)
Takeoff Version 4.0
TOperf may not take these restrictions into account and FCMs must verify their
applicability. In some cases, TOperf may display a message explaining why
performance cannot be calculated.
4.1.7.3 Toperf Airplane configuration

Airplane configuration when using TOperf to calculate contaminated takeoff
performance should be as follows:
• Consider using larger flap settings to provide a shorter takeoff distance.

• Full rated thrust.
4.1.7.4 Contaminated performance calculations using

TOperf
Use all available information sources to ascertain the most up to date runway
conditions. No reliable correlation exists between runway friction coefficient (μ) and
Airplane Braking Action. Consequently performance calculations should primarily be
based on runway contaminant type or reported braking action in accordance with the
table below:
Contaminated TOperf settings
Runway contaminant
type or reported braking TOperf runway condition Depth
action
Standing water Standing water Enter reported depth
Slush Slush Enter reported depth
Compacted snow Comp snow N/A
Dry snow Dry snow Enter reported depth
Wet snow Wet snow Enter reported depth
Good GOOD N/A
Medium to good MED-GOOD N/A
Medium MEDIUM N/A
Medium to poor MED-POOR N/A
Ice Ice N/A
Note: If both a contaminant type and reported braking action are given use the most
restrictive.
Note: Takeoff on runways contaminated by untreated wet ice is prohibited.
Runways with Measurable Depth of Contaminant

Runways where the depth of contaminant is significant and contaminant drag may
impede airplane acceleration. This includes runways where the depth of contaminant
is greater than 3 mm of water, slush or wet snow, or 13 mm of dry snow.
Landing Version 4.0
Select appropriate TOperf runway condition. For runways contaminated with water,
slush, wet or dry snow, enter the reported depth in mm or inches.
Note: Runways contaminated with compacted snow or ice have no measurable depth
of contaminant.
In the UK measurement of braking action on contaminated runways is limited to ice

(gritted or un-gritted) and dry or compacted snow. Braking action will not be
measured in slush, uncompacted wet snow or water (more than 3 mm deep) due to
the limitations of existing friction measuring equipment.
Runways with no measurable depth of contaminant

Runways where the depth of contaminant is insignificant (generally less than 3 mm)
or not measurable, but the surface is slippery. This includes runways contaminated
with Ice, Wet Ice or Compacted Snow. Wheel braking performance will be degraded.
Select TOperf runway condition GOOD, GOOD MEDIUM, MEDIUM, MEDIUM

POOR.
Friction correlation table

TOperf Friction Snowtam MOTNE / Russian)
Reported coefficient code OPMET code Normative
braking (Estimated friction
action surface coefficient
friction)
GOOD 0.40 and 5 95 0.42 and
above above
MED-GOOD 0.39 – 0.36 4 94 0.41 – 0.40
MEDIUM 0.35 – 0.30 3 93 0.39 – 0.37
MED-POOR 0.29 – 0.26 2 92 0.36 – 0.35
Note: If the Reported Braking Action for runways contaminated with Compacted
Snow is better than MEDIUM, use TOperf Braking Action of „MEDIUM‟. This results
in a conservative takeoff performance calculation.
4.2 Landing
4.2.1 Introduction
Landing performance calculations can be subdivided in to dispatch and inflight (or
enroute):
4.2.1.1 Dispatch
Dispatch data is regulatory and used prior to dispatch or in the event of inflight
replanning, or a diversion due to operational reasons. This data can be obtained from
LANDperf, tables presented in the PD or in OM Part C.
Landing Version 4.0
Note: In the case of contaminated runways, the dispatch requirement may be less
restrictive than the inflight company requirement.
Prior to dispatch certain performance related defects that are allowed in accordance
with the MEL may require increased landing field lengths.
Dispatch requirements
At the dispatch stage (or in the event of inflight replanning, at the point of replanning),
the planned landing weight must not exceed the maximum landing weight for the
pressure altitude, temperature and runway condition expected for the estimated time
of landing at the destination and destination alternate airport(s).
The maximum landing weight is the lower of the following:

• Maximum Landing Weight, or
• The Landing Field Length Limited Weight, or
• The Approach and Landing Go Around Climb Limited Weight, or
• Maximum landing weight specified in OM Part C
The planned landing weight must be checked not to exceed the Maximum Landing
Weight prior to every departure.
The Landing Field Length Limited Weight and the Approach and Landing Go Around
Climb Limited Weight must be considered prior to every departure. However, a
calculation is only required:
• In the case of Landing Field Length Limit, when operating to relatively short
runways (this information may be available in OMC), and/or when operating
with conditions that affect landing field performance.
• In the case of Approach or Landing Go Around Climb Limit, when operating to
hot or high altitude destinations, and/or when operating with conditions that
affect Approach and Landing Go Around climb performance (e.g. ice
accumulation).
When the appropriate weather reports and/or forecasts, indicate that the runway at
the estimated time of arrival may be contaminated, dispatch is permitted provided
that the landing distance available at destination and destination alternate is the
greater of:
• Landing Field Length Limit for Dispatch (calculated using Performance Data)
required for a wet runway, or
• The inflight normal configuration contaminated landing distance required.
(calculated using Performance data with max manual braking and two engine
detent reverse, which is factored by 1.15 at source).
Note: LANDperf Dispatch calculations will set the above requirements for
contaminated runway and compares the wet-contaminated scenarios. Output result
will be the most restrictive.
Landing Version 4.0
Note: When dispatching to a destination with a contaminated runway, conditions on

arrival may differ significantly to conditions at dispatch. This may be as a result of
runway treatment improving braking action, or changing environmental conditions.
For contaminated runway landings an inflight re-check and calculation is required.
4.2.1.2 Inflight (or enroute)

Performance data and LANDperf Inflight data are used to establish landing distance
requirements to assist inflight decision making. This data assists crews in making
landing decisions in the event of normal conditions and non-normal conditions which
affect landing performance and when runway conditions at destination change post-
dispatch. Inflight requirements also apply to any landing on a contaminated runway.
The LANDperf application permits computation of inflight landing calculations for both
normal and non-normal configurations and includes a distance from threshold to
touchdown associated with a equivalent flare time of 7 seconds.
Additionally, the performance data contains normal and non-normal configuration

landing distances. The distances for normal (115% of the actual landing distance)
and non-normal (unfactored) configurations include a distance from threshold to
touchdown associated with a flare time of 7 seconds.
Inflight (or enroute) requirements

Prior to commencing any approach to land, the captain must be satisfied that a safe
approach and landing can be made taking into account the actual updated
meteorological and runway surface conditions. Normally, provided the landing is at
planned destination or destination alternate, and conditions are as expected, an
inflight landing field length performance calculation will not be required.
Prior to each approach a suitable autobrake setting should be established to ensure

a safe stop within the available landing distance.
An inflight landing field length performance check is required as follows:
Landing on a Contaminated Runway

In the event of landing on any runway reported as contaminated, the landing distance
required must be checked using Performance data, and factored by [normal
configuration] 1.15 or [non-normal configuration factor] 1.33. LANDperf inflight is
factored by 1.33 at source. Except in an emergency, the resulting Performance data
distance should be regarded as the absolute minimum distance required for landing.
In the event that the available landing distance at destination is insufficient the
Captain must consider diverting.
Emergency and non-normal conditions

In the event of an emergency (requiring a landing at the nearest suitable airport) or
non-normal condition that affects landing performance, the normal or non-normal
Landing Version 4.0
configuration landing distance (LANDperf inflight or performance data) should be

checked.
If stopping distance is not assured with autobrakes engaged, immediately apply

manual braking sufficient to ensure maximum deceleration.
With a non-normal condition that adversely affects airplane handling, a suitable

safety margin should include a fixed distance (as opposed to factorization) to account
for the additional uncertainty in achieving touchdown at the 1000 foot point.
It is not possible to provide a fixed safety margin due to the numerous potential
scenarios. When establishing a suitable safety margin the following should be
considered:
• Urgency of the landing.
• The features of the airport and the implications of a possible overrun.
• Likelihood of achieving touchdown at the 1000 foot point at the correct speed.
• Alternate options.
If using the landing distance from the LANDperf inflight application or Performance
chapter, without excess runway available, FCMs must use maximum manual braking
to ensure the airplane stops on the runway, and to be aware that the wheel thermal
plugs might melt. Check carefully the factors included in the inflight results from
Performance chapter and LANDperf as well as the amount of reverse thrust used for
the calculation.
Inflight replanning
An inflight landing field length performance check using Dispatch requirements is
necessary in the event of replanning inflight (RCF procedure or new destination for
operational reasons). The actual landing weight must not exceed the Dispatch
Landing Field Length Limit requirements.
Landing Version 4.0
4.2.1.3 Landing Performance Summary Table

Manual landing
Method of Dry Wet
Contaminated or
calculation slippery
Dispatch or Performance Require Landing Limit Require greater of:
inflight chapter Weight (1) • Wet Landing
replanning Limit Weight (1),
or
• Contaminated
landing distance
(3)
LANDperf Require Landing Limit Require Landing Limit
Weight (2) (from LANDperf Weight (2) (from
Landing DISPATCH) LANDperf Landing
DISPATCH)
Inflight (or Performance Require Require Require Normal
Enroute) chapter Normal braking Configuration Landing
Configuration action distance x 1.15 [Total
Landing GOOD factor = 1.15 (3) x 1.15
distance (3) Normal = 1.33]
Configuration
Landing
distance (3)
LANDperf Require Require Require Landing
Landing WET INFLIGHT distance (5)
INFLIGHT Landing
distance (4) INFLIGHT
distance (4)
Note 1: Landing Limit Weight from PD is the lower of Maximum Landing Weight,
Landing Field Limit Weight or Landing Climb Limit Weight.
Note 2: Landing Limit Weight from LANDperf is the lower of Maximum Landing
Weight, Landing Field Limit Weight, Landing Climb Limit Weight, Approach Climb
Limit Weight, Tire Speed Limit Weight, Brake Energy Limit Weight.
Note 3: Performance chapter Normal Configuration Landing distance data includes a

15% factor.
Note 4: LANDperf Landing INFLIGHT includes a 15% factor for manual landing
calculations.
Note 5: LANDperf Landing INFLIGHT for contaminated runway includes a 33%

factor.
Landing Version 4.0
4.2.2 LANDperf tool

Applicable as soon as the LANDperf tool is available for E-jet.
This section details normal procedures for use of LANDperf for landing performance
calculations.
LANDperf does not obviate the requirement to maintain a good working knowledge of
landing performance requirements and limitations.
4.2.2.2 General
Each FCM should independently follow the "Input" process detailed below.
Normally both FCMs should calculate the landing performance results. It is important
to ensure that both FCMs complete a verification of landing calculation results as
described in Normal Procedures. ATIS weather, or anticipated conditions at the time
of landing, should be used to ensure standardization of input. Additionally, agreed
landing weight, configuration and other assumptions should be used.
Operational use of the laptop computerized landing performance calculator requires

a minimum of one serviceable laptop.
In the event of only one serviceable laptop being available, the landing performance
program should be closed after the first calculation. The pilot completing the
crosscheck should re-start the landing performance program and follow the “Input‟
process.
If no serviceable laptop is available, GOC Hannover should be contacted by phone or

by any other available communication channel.
It is important to follow the standard input process to avoid errors. It should be noted
that errors are most likely to occur during the input process.
Some MEL/CDL items result in performance penalties (reduction of performance

limited takeoff and landing weights). These penalties are listed in the MEL and the
CDL.
A manual correction should be made as follows:

• The MEL/CDL performance limited landing weight is calculated by subtracting
the performance penalty from the LANDperf performance limited weight.
• To calculate the landing distance, use a weight that is a sum of the Actual
Landing Weight plus the performance penalty.
LANDperf can calculate dispatch and enroute landing performance. Normally,

dispatch landing performance applies to the point of airplane dispatch; however, it
may also apply to inflight re-planning, or a diversion due to operational reasons.
Landing Version 4.0
LANDperf can also calculate enroute (inflight) landing performance to assist the
FCMs in making inflight decisions and to comply with company policy.
4.2.3 Input process
General
Use of the TAB key will automatically follow the standard input order. Inputs can be
made without using the touchpad.
Inputs can be made where the background color of an input field is white. When
placing a cursor in an input field, a highlighted box is drawn around this field.
Right arrow opens a pull-down menu.
Up and down arrows can be used to change inputs.
Function keys can be used to make a shortcut to another input field.
Header
Last update: the version and date of the valid program can be found in the
COMPANY CREW NOTICES of the EasyBrief Package. Both pilots should cross-
reference version and dates. If any uncertainty about the validity still exists, the crew
shall contact dispatch/OCC.
Aircraft: enter or select airplane registration. Ensure correct airframe/engine

combination.
Info Command Button: button for further information and support contact.
Revision Status Button: gives the latest airport database modifications.
Airport / Runway Data

IATA: enter or select IATA 3 letter code. The ICAO code, airport name and elevation
appear.
ICAO: enter or select ICAO 4 letter code. The ICAO code, airport name and elevation
appear.
APT INFO button: this flashing button appears when selecting airports where crews
should be made aware of special procedures. Info behind this button must be read
and adhered to.
Runway: select runway, confirm that all runway details are correct.
Dist Unit: select units for distances.
Landing Version 4.0
New Runway Length [mtr] button: input of new runway length is possible.
Conditions
Wind [xxx°/kt]: enter magnetic wind direction and speed in knots. The headwind (“-“
sign for tailwind) and crosswind (“L” for left and “R” for right) in knots will appear.
QNH [hPa]: enter QNH in hPa.
OATemp [°C]: enter actual outside air temperature in °C. When operating close to
maximum performance limited landing mass it may be prudent to enter an anticipated
OAT for the time of arrival.
Runway condition: select appropriate runway condition.
Dry
Wet
Standing Water > 3 mm
Slush > 3 mm
Compacted snow
Dry snow > 3mm
Wet snow
Ice
SLIPPERY: when slippery runway condition is selected an additional BA (μ)

box will appear.
BA (μ): select the reported BA. The options are: MED-POOR, MED, MED-
GOOD, GOOD or a μ value between 0.26 and 0.40. Remember that landing is
prohibited with BA POOR.
Braking Action Friction Coefficient
Good – 95 0.40 & above
Medium / Good - 94 0.36
Medium – 93 0.30
Medium / Poor – 92 0.26
Poor – 91 0.25 & below
Landing Version 4.0
Configuration
ALW [kg] button: enter actual or estimated landing mass. Clicking the ALW button
only, the default value is shown (usually the maximum LW of the aircraft). It has to be
overwritten by your actual or estimated LW.
Flaps: enter landing flap setting. Default landing flap setting is flaps 5 for dispatch
and in-flight setting. Non-normal settings automatically set flaps accordingly.
Anti Ice: OFF: select for anti-ice off for landing.

Engine & Wing A/I ON: select for engine and wing anti-ice on for
landing.
Auto Brakes: Auto-brake selection
Drag index: Default: blanc.

Insert DI value as per DDPM.
Settings
Dispatch, in-flight or non-normal selection: selection of dispatch requirements, in-
flight normal landing configuration or non-normal configuration.
Landing selection: selection between manual landing and autoland.
Climb Gradient [%]: clicking the Climb Gradient [%] Button only, the default value of
2.5% is shown. It can be overwritten by a required climb gradient between 2.1% and
7.0%.
Vref Increment [kt]: selection of the Vref increment between 0kt and 20kt with
increments of 1kt. Select the value of gust correction.
Ice accretion: calculation for ice accretion. Go-around gradient may be decreased,
VREF increased for ice accretion.
Reset Command Button

Button to delete all inputs and reset to defaults (except aircraft).
Command Button
Button to make a print screen of LANDperf and save it as a PDF-file.
Exit Command Button

Button to leave LANDperf.
Results
LW: allowable landing weight
Landing Version 4.0
V_Target: landing speed
LDR: required landing distance
Limitation: landing limitation
GA-Flap, App-Flap, Ldg-Flap, Gradients: missed approach detailed results
Gradient button : Information concerning minimum climb gradients for missed

approach or balked landing
MQTW: maximum quick turnaround weight
MQTT: maximum quick turnaround time
Weight Limits: landing limits for:
Landing distance available Maximum take-off mass Maximum landing mass

Landing climb Approach climb Go-around climb
Brake energy Tire speed
4.2.3.1 Calculating landing performance
Launch LANDperf
LANDperf can be started via the icon under the folder “JAF_JFU Pilot Shortcuts” on
the desktop. If the application is launched the LANDperf Graphical User Interface is
available for the user.
Landing performance calculation

To start a new calculation, first enter the aircraft registration in the header.
A selected field, where the input is focused to, is shown with a yellow border.
Choose ICAO or IATA code for entry and select your airport. If the airport code is
entered and confirmed by TAB- or ENTER-key the airport name and runway
selection box will appear and the runway has to be selected. If the runway is
confirmed by TAB- or ENTER-key the runway data will be displayed.
Enter the meteorological condition and desired aircraft configuration. When using
values that deviate from default they will be shown with orange dashed border.
Actual or estimated landing weight can be entered under Configuration. Clicking the
ALW button, the default value is shown (usually the maximum landing weight of the
aircraft). It has to be overwritten by your estimated LW. If actual landing weight is
Landing Version 4.0
entered, LANDperf calculates the landing speed and distances for this weight. If
actual landing weight is not entered, LANDperf will calculate landing limit weights.
Dispatch, in-flight and non-normal settings are available.
After entering all relevant inputs for the calculation, start the process by clicking the
calculation button or pressing the F10-key.
All relevant results are shown in a single window screen together with the input
parameters.
A green coloured header will be displayed for dispatch results, an orange header for
in-flight and a yellow header for non-normal results. The available result data will be
displayed including the safety factors and conditions indicated in the result header.
Limiting values will be shown in orange. If a valid calculation is not possible the
results will be red dashes.
After calculation all inputs and results could be printed to a PDF-file using the “Print”
button.
Dispatch
To calculate dispatch landing performance, complete all required fields and select
calculation command button.
The following values are displayed in the performance results area:
LW Allowable or estimated landing weight

V_Target landing speed
LDR required landing distance
Limitation landing limitation
GA-Flap, App-Flap, Ldg-Flap, Gradients missed approach detailed results
MQTW maximum quick turnaround weight
MQTT maximum quick turnaround time
Weight Limits landing limits for:
Landing distance available
Maximum take-off mass
Maximum landing mass
Landing climb
Approach climb
Go-around climb
Brake energy
Tire speed
Landing Version 4.0
In-flight
To calculate an inflight landing performance, complete all required fields and select
calculation command button.
The following values are displayed in the performance results area:
LW estimated landing weight

V_Target landing speed
LDR required landing distance
GA-Flap, App-Flap, Ldg-Flap, Gradients missed approach detailed results
Weight Limits landing limits for:
Maximum take-off mass
Maximum landing mass
Landing climb
Approach climb
Go-around climb
Brake energy
Tire speed
Landing distance available
4.2.3.2 Special input information
Airport info
For those airports, for which the button is shown, additional information is
available and will be launched via PDF-reader when pushing this button. Individual
additional information for airports (that might depend on A/C type and engine type)
can be shown. TOperf and LANDperf additional airport info are usually the same.
Maximum weight
If the entered weight is higher than the maximum permissible weight for the chosen
aircraft a message will appear.
Maximum wind
If the entered wind is higher than the maximum permissible a message will appear.
Maximum QNH
If the entered QNH is higher than the maximum permissible a message will appear.
Miscellaneous data Version 4.0
Maximum temperature
If the entered temperature is higher than the maximum permissible a message will
appear.
Input error
If an input is not available to a list box or a database an information message will
appear.
4.2.3.3 Additional inputs
Required go-around climb gradient

The user has the possibility to enter a required go-around climb gradient. This input
can be used for instrument approaches with a missed approach gradient greater than
2.5% to verify that the expected landing mass allows a missed approach with a climb
gradient equal to or greater than the applicable missed approach gradient in the one-
engine inoperative missed approach configuration and speed.
Remark: for this verification the aircraft configuration remains in agreement with the
applicable requirements used on certification of large airplanes.
Gradient input error

If the entered gradient is outside than the permissible gradient a message will
appear.
Ice accretion
If ice buildup occurs at the aircraft a go-around analysis corrected for ice accretion
can be made.
New runway length

If the runway length had been changed (e.g. by NOTAM) and the database is not
updated accordingly, the possibility is given to enter the changed distance and the
computation will be made for the new runway length.
Note: the distance unit (feet or meter) can be altered by dropdown list.
Note: the manual change of the runway length in the respective field in LANDperf will
not update any database in the background of the program (airport database).
Therefore a new calculation on the same runway may require the same steps as
described above.
Miscellaneous data Version 4.0
4.3 Miscellaneous data
4.3.1 Brake category

Carbon brakes category C.
4.3.2 Airplane approach category

E190 is in the Airplane Approach Category C.
E-JET E190 Page 5-1
FLIGHT PLANNING 28 Apr 2014
Operational flight planning Version 4.0
5. Flight planning
5.1 Operational flight planning
Refer to OM Part A, Chapter 8, Operational flight plan.
5.1.1 Manual flight planning

For manual flight planning information, refer to:
• Refer to the FCOM Vol. 1, Chapter Flight Planning.
• Refer to QRH, Chapter Performance.
5.1.2 Area of operation
5.1.2.1 Area of operation

The company has no authorization to operate ETOPS. Therefore the E190 should be
operated within the distance specified below from an adequate airport.
Single engine diversion

Diversion time Diversion distance
speed
60 minutes 380 nm M.78/300KTS
These distances are established in a no-wind condition.
For definitions, refer to OM Part A, Chapter 8 ETOPS.
E-JET E190 Page 5-2
FLIGHT PLANNING 28 Apr 2014
Standard fuel Version 4.0
5.2 Standard fuel

Standard amount in KG
Phase of flight (std amount may be varied in view of the actual
situation)
Taxi 100
Direct approach (4’) 150
Instrument approach (8’) 300
Final reserve (30’ holding) 800
5.3 Rescue and fire fighting service (RFFS)

Refer to OM part A “Fire fighting and rescue services” and OM part C (AQB’s) if the
minimum aerodrome RFFS category is below the requirements in the table below
Minimum aeroplane RFFS category

Aircraft variant
Normal RFFS
ICAO (USA)
E190 6 (C)
E-JET E190 Page 6-1
WEIGHT AND BALANCE 28 Apr 2014
6. Weight and balance

6.1 Introduction
Refer to OM Part A, Chapter 8
Two methods for mass and balance calculation are in use:

• Computerized Load Control System, which may form part of a Departure
Control System (DCS); and
• MAB tool
In case of DOW/DOI changes there may be a time delay between the update of the
MABtool and the computerised loadsheet. As needed, the loadsheet must be
checked with the MABtool.
DOW/DOI data are published via an Appendix to OMB and are available in MABtool.
6.2 Weights and data
6.2.1 General
All weights and data are available via the Mabtool.
6.2.2 Crew distribution

Variant Cabin Location
E190 3 1 fwd, 2 aft
Minimum crew (with any pax. load) is 2/3. For exceptions, see OM Part A.
6.2.3 DOM and DOI

Reference values for DOM/DOI are published in:
• An electronic appendix to OM Part B and
• MABtool.
If the DOM or DOI on the loadsheet or OFP is out of the limits below, request a new
document. If a new document results in delay, consider a MABtool loadsheet.
The limit for DOM is:

± 215 kg of MABtool DOM.
The limit for DOI is:

±1 of MABtool DOI.
E-JET E190 Page 6-2
WEIGHT AND BALANCE 28 Apr 2014
Computerized loadsheet Version 4.0
6.2.4 Last minute changes (LMC)

The maximum LMC mass is 500 kg.
The maximum value of the sum of the masses of the LMC irrespective of the sign +
or - is 500 kg.
6.3 Computerized loadsheet

Refer to OM Part A, Chapter 8 – Mass and center of gravity
6.4 MABtool
Refer to OM Part A Chapter 8 for MABtool use and description..
6.4.1 Catering
200 KG Ballast fuel

This option allows the use of 200 KG fuel only as ballast to increase the ZFW to a
minimum figure of 28000Kgsf. This fuel is not to be considered as usable fuel.
6.4.2 Weights
Ferry
This option widens the mass and balance envelope to allow ferry flight operations. It
may only be selected when no passengers nor cargo is carried.
E-JET E190 Page 7-1
LOADING 28 Apr 2014
Reference Version 4.0
7. Loading
7.1 Reference
Refer to OM Part A, Chapter 8.2, Loading and securing the items in the airplane.
7.2 Load distribution

Cargo load distribution: start with rear hold and load as much aft as possible; taking
operational requirements (e.g. VIP luggage, triangle flights…) into consideration.
7.2.1 Procedure
Cargo load distribution:
Handling will always look for the most aft CG when loading the aircraft.
For the E-JET this will result in a loading close, but not limited, to 50% in the forward
and 50% in the aft cargo compartment.
Disembarkation and unloading:
If no stairs are available to disembark via the aft exit door, the aft cargo hold must be
unloaded before the forward cargo hold. The F/O must check this during every
turnaround.
E-JET E190 Page 7-2
LOADING 28 Apr 2014
Load distribution Version 4.0
E-JET E190 Page 8-1
CONFIGURATION DEVIATION LIST 28 Apr 2014
8. Configuration deviation list

8.1 Reference
Refer to Dispatch Deviations Procedures Manual (DDPM), section 6.
E-JET E190 Page 8-2
CONFIGURATION DEVIATION LIST 28 Apr 2014
E-JET E190 Page 9-1
MINIMUM EQUIPMENT LIST 28 Apr 2014
9. Minimum equipment list

9.1 Reference
9.1.1 MEL
A company MEL exists.
CAUTION: Only use the DDPM for reference to the relevant Operations or
Maintenance procedure. Do not use the requirements for dispatch as these can
significantly differ from the company MEL requirements.
E-JET E190 Page 9-2
MINIMUM EQUIPMENT LIST 28 Apr 2014
SURVIVAL AND EMERGENCY EQUIPMENT 28 Apr 2014
General Version 4.0
10. Survival and emergency equipment

10.1 General
Refer to the Safety and Emergency Procedures (SEP) Manual.
10.2 Oxygen
10.2.1 Flight crew oxygen

Crew oxygen bottle size: 77 cu/ft.
Pressure indication GREEN is minimum for 3 men cockpit.
Pressure indication CYAN is minimum for 2 men cockpit.
10.2.2 Passenger oxygen

A 12 minutes chemical passenger oxygen system is installed
SURVIVAL AND EMERGENCY EQUIPMENT 28 Apr 2014
Oxygen Version 4.0
EMERGENCY EVACUATION PROCEDURE 28 Apr 2014
11. Emergency evacuation procedure

11.1 Reference
Refer to FCTM, Section 3, Procedures and techniques and QRH, NNC, Evacuation and
for callouts refer to SEP Manual.
EMERGENCY EVACUATION PROCEDURE 28 Apr 2014
AIRPLANE SYSTEMS 28 Apr 2014
General Version 4.0
12. Airplane systems

12.1 General
Refer to FCOM, Volume II.
12.2 Software versions
System P/N SB Version
Primus EPIC load Load 25.4

Engine FADEC GE SB 73-0022 5.41
APU FADEC SB 190-49-0004 V 03.00.000
SB 190-21-0041
AMS Black Label 13
Rev. 01
SB 190-21-0032
CPCS 21609-60BA
Rev. 01
SPDA SW Block 11
12.3 Controller-Pilot Data-Link Communications

A detailed overview of CPDLC system is provided in FCOM Volume 2. Additional
information is available in the EPIC Manual Volume 2.
AIRPLANE SYSTEMS 28 Apr 2014
Controller-Pilot Data-Link Communications Version 4.0

E-JET E190: Operations Manual Part B

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E-JET E190

A.2 Revision record

Version Number Date

Intentionally left blank

A.3 List of effective pages

Intentionally left blank

A.4 Model identification

The table permits flight crew correlation of configuration differences by Registry

Airplane number is supplied by the operator. Registry number is supplied by the

Registry number Serial number

Intentionally left blank

The purpose of the Operations Manual Part B is to:

The FCOM is structured in a two-volume format with a Quick Reference Handbook

The manual is periodically revised to incorporate pertinent procedural and systems

The FCOM is organized in the following manner:

Volume 2 – Chapters 1 through 15 contain general airplane and systems

In the FCTM, callouts, procedural steps and recommendations originate from

Warnings, cautions and notes

WARNING: An operating procedure, technique, etc., that may result in personal

CAUTION: An operating procedure, technique, etc., that may result in damage

Note: An operating procedure, technique, etc., considered essential to emphasize.

Customer configured airplane effectivity

Intentionally left blank

A.7 Revision highlights

OM Part B E-JET E190

Intentionally left blank

A.8 Table of content

A.1 APPROVAL ........................................................................................................................................ 1

0. GENERAL INFORMATION AND UNITS OF MEASUREMENTS ......................................... 1-1

0.1 AIRPLANE DIMENSIONS ............................................................................................................. 1-1

1. LIMITATIONS ............................................................................................................................. 1-1

1.1 GENERAL .................................................................................................................................. 1-1

1.13 AIRFRAME CONTAMINATION .................................................................................................. 1-5

2. NORMAL PROCEDURES ........................................................................................................... 2-1

2.1 INTRODUCTION ........................................................................................................................ 2-1

2.1.10 CALLOUTS .............................................................................................................................. 2-6

2.3.1.3 CPDLC Procedures in Maastricht UAC airspace ................................................................ 2-62

3. ABNORMAL AND EMERGENCY PROCEDURES .................................................................. 3-1

3.1 INTRODUCTION .......................................................................................................................... 3-1

3.3.28 IESS ATTITUDE OSCILLATION WITH RAT DEPLOYED ............................................................ 3-9

3.4.2.17 Bleed 1 (2) OFF................................................................................................................. 3-20

3.4.6.6 ENG 1 (2) fuel IMP bypass ................................................................................................. 3-31

3.4.9.11 AVNX MAU 1B fail ......................................................................................................... 3-36

3.4.11.12 HYD 3 ELEC pump B fail .............................................................................................. 3-44

4. PERFORMANCE ......................................................................................................................... 4-1

4.1 TAKEOFF .................................................................................................................................. 4-1

4.1.3 REDUCED THRUST TAKEOFF ..................................................................................................... 4-1

5. FLIGHT PLANNING ................................................................................................................... 5-1

5.1 OPERATIONAL FLIGHT PLANNING ............................................................................................. 5-1

6. WEIGHT AND BALANCE .......................................................................................................... 6-1

6.1 INTRODUCTION ........................................................................................................................ 6-1

6.4.2 WEIGHTS ................................................................................................................................. 6-2

7. LOADING ..................................................................................................................................... 7-1

7.1 REFERENCE .............................................................................................................................. 7-1

8. CONFIGURATION DEVIATION LIST ...................................................................................... 8-1

8.1 REFERENCE .............................................................................................................................. 8-1

9. MINIMUM EQUIPMENT LIST .................................................................................................. 9-1

9.1 REFERENCE .............................................................................................................................. 9-1

10. SURVIVAL AND EMERGENCY EQUIPMENT ................................................................... 10-1

10.1 GENERAL ................................................................................................................................ 10-1

11. EMERGENCY EVACUATION PROCEDURE ...................................................................... 11-1

11.1 REFERENCE ............................................................................................................................ 11-1

12. AIRPLANE SYSTEMS ............................................................................................................ 12-3